Adaptive Anti-Laser System

ABSTRACT

A method for protection of inflight aircraft during approaching-to-landing and takeoff/climbout phases of flight against handheld laser attacks includes two different drone types: a skeining drone and a swarming drone. One or more skeining drones are deployed close to the aircraft and/or one or more swarming drones are deployed further from the aircraft and closer to the beam source. Prior to the aircraft&#39;s traversal of a determinable approach point, a plurality of swarming drones are pre-deployed in loitering mode or else launched, and are subsequently directed toward the reckoned source of a trained beam while skeining drones are pre-deployed in a patrol mode or else launched, and fly closer to the aircraft. The skein classically shields the cockpit by flying a controlled interference pattern roughly parallel to the aircraft flightpath while the swarm saturates one or more determined and dynamically redetermined regions athwart the beam source location.

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Application63/027,865 that was filed on May 20, 2020 and which is fullyincorporated herein by reference.

BACKGROUND OF THE INVENTION Field of the Invention

The present invention relates generally to airborne communications andcountermeasures for protecting airborne platforms. Methods are provided.

Description of the Related Art

A problem associated with handheld lasers occurs when in-flight aircraftpilots are subjected to attack by operators of such lasers. Such attackswere first documented by military observers during the Bosnian Conflictin the 1990s. Laser attacks against aircraft during critical phases offlight, particularly takeoff and landing, place flight personnel,passengers, cargo, and aircraft at risk as well as undermine publicconfidence in general aviation. The spectrum of direct threat rangesfrom annoying (pilots distracted briefly) to significant (e.g. pilotdisoriented, pilot eye injury) to disastrous (significant humaninjuries, loss of life, destruction of hazardous cargo, loss of plane,and similar damage to ground personnel and ground facilities).

Recently there has been a reported increase in the proliferation ofsmall, handheld portable lasers and a proliferation of such laserattacks. The scope of the problem has continued to worsen, with anincreasing number of reported attacks and increasing power of handheldlaser devices.

Shielding pilots with special cockpit visors can ameliorate the problemand is attractive from a cost standpoint, however this technique may notsufficiently reduce the likelihood of harm. Other proposed solutionsinclude adoption of instrument landing systems such as EVS (EnhancedVision Systems) which provide a closed-circuit camera vision system foruse by pilots during the landing phase of aircraft operation. EVSsystems however represent a relatively new technology. EVS is expensiveto deploy and maintain and cannot be readily used with many types ofaircraft such as smaller planes and older planes with many hours ofservice remaining. Moreover, EVS is a complex system with numerous errorconditions possible, and EVS systems are themselves also somewhatvulnerable to laser attacks. Wholly automatic landing systems whichcompletely remove positive control of the aircraft from the pilot mightsolve or ameliorate the problem, but such systems suffer from myriadcost and complexity problems similar to those faced by EVS; and aircraftowners and pilots are, quite understandably, reluctant to relinquishcontrol of their aircraft. Because of the cost, reliability, and otherconcerns such automatic systems are not widely used and are not expectedto see widespread use in the foreseeable future. More recently, specialgoggles and canopies have been developed which demonstrate potential foreliminating or reducing the problem, however pilots have failed toenthusiastically adopt such technology because it presents significantdistractions to flying despite having promise. The present inventionprotects a wide variety of aircraft including conventionally pilotedairplanes, EVS-equipped planes, autonomous/semi-autonomous drones,helicopters, and other types of aircraft.

One way to deploy a beam-blocking object is to dispose a movable visorupon the aircraft cockpit windshield, which visor could be activatedupon approaches to landing. However, such movable visor systems would beineffective for blocking certain beams (particularly beams aimed fromforward of the aircraft and beams exhibiting lateral motion of the beamsource location) as well as blocking simultaneous attacks from multiplebeam source locations. Moreover, such movable visor systems wouldpresent significant distractions to pilots during busy phases of flightsuch as takeoffs, approaches and landings. Such enhanced visor systemsare not standard or optional equipment on most aircraft; are susceptibleto electro-mechanical malfunction, typically have no backup systems,usually require cockpit personnel to operate, and the retrofitting ofexisting aircraft with enhanced visor systems would be largely costprohibitive particularly when aircraft owners and pilots consider(possibly incorrectly) the likelihood that their particular aircraftwill face a lazing attack. In theory, an enhanced visor system couldextend a visor out beyond the windshield which may or may not result inless pilot distraction, but such a system would be costly to deployacross a broad spectrum of aircraft, would still be susceptible tomechanical failure, would require pilot actions during the sensitivephases of takeoff, approach-to-landing, and landing, and could likelyresult in potential hazards to navigation.

Because of the inherent dangers presented by handheld laser attacksagainst aircraft, and given the limitations associated with existingcountermeasures such as visors, EVS, and special canopies and goggles,it would be advantageous to provide methods for blocking handheld laserbeams that are being aimed at aircraft being piloted in eithertakeoff/climb out or approaching/landing phases of flight, which methodsdo not suffer from various aforementioned and other shortcomings of theprior art. What is needed is a cost-effective system which implementsmethods operable on behalf of many different types of aircraft, aircraftowners, pilots, passengers and cargo, to defeat handheld (and similarlysized) lasers being aimed at in-flight aircraft pilots and/or ataircraft EVS lensing. A system of this type is preferably modular, usesexisting COTS components wherever possible, is scalable for use at manydifferent types of airfield areas, and is readily adaptable e.g. for usein temporary (ad hoc) military airspaces or given other specialrequirements.

SUMMARY OF THE INVENTION

When a handheld laser beam is intentionally trained upon the cockpit ofan in-flight aircraft it would be very advantageous to block the beambefore it can reach aircraft cockpit personnel, thereby eliminating orsignificantly reducing the risk of the beam's adversely affecting safepiloting of the aircraft. Toward this end, it is determinable that azeroth discrete point T₀ exists in time, prior to which time T₀ noadversarial laser beam is trained upon an approaching/landing ortaking-off/climbing aircraft (hereinafter “subject aircraft” at timessimply “aircraft”); a first time T₁ (first discrete point) temporallyfollowing time T₀ at which time T₁ an adversarial laser beam isinitially reported as trained upon a subject aircraft; and a secondpoint in time T₂ (second discrete point) temporally following time T₁after which time T₂ the reported laser can no longer be directly trainedupon the aircraft cockpit (though the pilot may still be subject toglare from reflections for a brief period of time after T₂).

Of interest with respect to subject aircraft are a time T₁ at which alaser beam reportedly has begun to be aimed, and the time T₂ at whichthe laser can no longer be aimed with any harmful effects. T₁ occursoperationally as a result of a reported attack, and elapses between T₀and T₂. T₂ may occur for various reasons, such as: (a) subject aircrafttravels beyond the effective sweep of the adversarial laser beam; or (b)the adversarial laser beam is terminated by its operator, by securitypersonnel, by environmental or terrain conditions, or due to amechanical malfunction or power loss; or (c) the present invention isoperated in a manner which causes blockage of the adversarial laserbeam. Some methods presented herein are tailored to approach-to-landingphases of flight and may be appropriately modified for takeoffs (e.g.reversed patrol patterning).

Between T₁ and T₂ are any number of points in time (e.g. T_(a1), T_(a2),. . . T_(a(n))) at which the reported beam is either aimed toward thecockpit or is not aimed toward the cockpit; and at which times an aimedbeam will either be generally striking its intended target or generallynot striking its intended target; and at which times a non-aimed and/ornon-striking beam might suddenly be re-trained upon, and thereforepossibly strike, a subject aircraft. These points in time can beusefully treated as time segments rather than as time points. That is,rather than treating a strobing laser as a discrete segment oftime-points per strobe, it is advantageous to simplify the entirestrobing beam duration as a continuous beam defined by a pair ofstart-stop time points (T_(a1), T_(a(n))). Strobing can occur because ofthe way a laser beam is being operated (strobing mode, auto or manual),or simply because of the manner in which such lasers are commonlywielded (“wanding” the handheld laser back and forth, up and down,etc.). Typical trembling of a human hand while it holds a small, activelaser can also produce a strobe like effect. For purposes of theinvention, a strobing beam is deemed to be equally productive of risk ofharm as would be a continuous, uninterrupted beam not subject to beamintermittence or periodic disruption.

The methods described herein for blocking this kind of laser beaminclude using two different types of drones: a skeining drone (“Sk-O”)and a swarming drone (“Sw-O”). One or more skeining drones may bedeployed as a coordinated wing (“Sk-WING”) closer to an aircraft cockpitthan the swarming drones are deployed. The skein(s) and swarm(s) arelaunchable prior to an aircraft's traversing a predetermined approachpoint (“approach point” or “PLOT POINT ZERO” or “P-P-0”), though in someembodiments one or more skeins and one or more swarms are alreadyairborne and are deployed in a patrol mode prior to an aircrafttraversing the approach point. As an aircraft nears the approach point,the invention may be engaged either in response to a detected hostilebeam or as a preventive measure to defend against a potential hostilebeam. Additionally or alternatively, a plurality of swarming drones(“Sw-WING”) may be deployed toward a determined source location of anaimed beam, or toward a predicted source location of an aimable beam,while the skeining drones are deployed closer to the aircraft. In effectthe skein classically shields a cockpit by flying a controlledinterference pattern parallel to the aircraft's approach/landing pathwhile the swarm optimally saturates one or more calculably determinedregions and/or saturates one or more dynamically redetermined regionsdirectly athwart the determined location of the beam source. Dynamicredetermination of optimal swarming regions occurs in near real time.

As compared with swarming type drones a skeining drone moves fast (at orfaster than the speed of the protected aircraft). Generally, a skein iscomprised of a relatively small number of drones whereas a swarm iscomprised of a comparatively large number of drones. Typically, thoughvery generally, a skein (Sk-WING) may be considered as comprising anumber of drones which is at least approximately one order of magnitudeless than the number of drones in a swarm (Sw-WING). For example, askein might consist of four Sk-Os (including its leader drone Sk-LEAD)and its companion wing of Sw-Os might comprise some forty or fiftyindividual drones including a leader drone. In one preferred embodiment,multiple Sw-O lead drones may be operational so that the Sw-WING canquickly split its formation in order to operate against multiple beamsources.

Many factors to consider when using the inventive methods are unique toindividual airfield areas, while some factors are not. How many dronesshould comprise each type of WING? How should Sk-WINGs and Sw-WINGs bebest deployed for a particular set of runways? What are the preciseblocking shapes (cross-sectional profiles) of the Sk-Os and Sw-Os? Whatare the precise blocking profiles of the two different types of WINGs?How susceptible is a given O-GROUP (a set of Sk-WINGs and/or Sw-WINGsoperating in tandem) to off-course movement (e.g. from crosswinds,uncompensated torque, mechanical vibrations, system jitter, softwareerrors, or hacking)?

The inventive concept embodied in the present application inheres asfollows. A leader drone and follower drones fly in controlled formationsand use their bodily masses to block a sensed incoming laser beam. EachWING's 2D profile is treated as a cross-section which can be adjustedthroughout drone flight to optimize beam blockage based in part upon thecurrent position and shape (i.e. current location and currentcross-sectional blocking area) of the leader drone. Two or more followerdrones form-up based on a Process-Integrative-Derivative (PID) algorithmand “follow the leader” (for Sk-Os using a Particle Swarm Optimization(PSO) algorithm, and for Sw-Os a linear algorithm) and the WING(s)executes various controlled maneuvers to maintain beam blockage. Eachindividual drone (either type, Sk-O or Sw-O) within a WING is generallyidentical to one another, except that within each WING one or moredrones are tasked with leadership.

Sk-Os are optimized for: speed (must reach approximately 170 KAS,typically, for use with some commercial jetliners), near-space shieldingof the cockpit, gust rejection, crosswind correction, stability in thepresence of time-based jitter, relative lack of event-based jitter, andability to ditch as faultlessly as possible. By contrast, the Sw-Os areoptimized for: operational simplicity, low cost, stability in thepresence of event-based jitter, and ease of maintenance/replacement.

The methods described herein assume availability of a system which candetect the laser beam using off-axis methods and/or on-axis methods.Beam detection is on-axis, off-axis, or both. Beam detection might occurvia both general methods roughly simultaneously. On-axis detection,where a sensor is located directly along the axis of beam travel, ismore well-known than off-axis detection. Local detection methods aremore well-known than remote detection methods. Example: a beam isreported by a WING leader when the Sk-LEAD's machine-visual field iscompared in real time against an onboard mosaic map of the airfieldarea.

A system may include beam location remote-sensed by satellite means; oneor more detectors disposed on the subject aircraft to detect the beamoff-axis; and wherein both detection types exist within one system.Although near-real-time interception of a reported beam may beimpossible to achieve in a given initial instance, subsequent attacksagainst other aircraft which follow upon the initial beam sighting mayprove more susceptible to the methods described.

A “WING” is a coordinated group of one drone type (Sk- or Sw-). A groupof at least one Sk-WING and/or at least one Sw-WING is referred to as an“0-GROUP”. Each type of WING has a leader drone, which is designated“LEAD”. The leader drone of Sk-WING is designated “Sk-LEAD”. The leaderdrone of Sw-WING is designated “Sw-LEAD”. Follower drones (all drones ina WING excepting that WING's LEAD) are designated either “Sk-O” or“Sw-O” depending upon which type of WING they populate. Generally, aleader drone forms a blocking object and maintains a flight patternwhich causes its WING to extend the blocking area beyond that of theleader drone, up to and including a calculated and/or predesignatedthreat dematerialization point (“TDP”). Herein, individual drones may bereferred to as “Sk-Os” or “Sw-Os” or “IDUs”).

Recent work in controlling semiautonomous drone swarms has advanced to apoint where both numerical modeling and experimental validation hasdemonstrated that a swarm of thirty drones can seamlessly navigateconfined spaces. Outdoors, a swarm of 119 drones has been flown.

A swarm is programmed to achieve an interceptive flight path initiatedafter beam detection. Navigational commands direct a Sw-WING to home-inon a beam source and in one preferred embodiment to form a specialconical region which dynamically optimizes the cross-sectional blockingprofile and adds an advantage of assisting security personnel withapprehension of adversaries who are operating harmful laser beams. Forexample, this can be done with a pivoting conical swarm of Sw-Os whichpoints in the calculated position of an adversary, and may assistsecurity personnel (the Sw-Os are sequenced from base of cone to apexsuch that to a stationed observer it looks like a cone that points to alast known observed beam source location). Sw-Os fly a convergence pathwhereas the Sk-Os fly an escort path. The conic-shaped swarm of Sw-Oscan optionally fly a dedicated patrol path prior to converging on a beamsource. Once interposed between cockpit and beam source the swarmloiters in position subject to event-driven jitter and other factors(e.g., swarm is directed to move laterally if detected beam source moveslaterally).

Generally, a Sk-WING flies a dedicated flight path subject to time-basedsystem jitter. A Sw-WING flies a less dedicated path more subject toevent-based jitter. A PSO algorithm is used to optimize a Sk-WING flightpath and a linear algorithm is used to optimize a Sw-WING flight path.Experimental results demonstrate somewhat counterintuitively that PSOalgorithms work best for the type of work to be performed in the Sk-WINGrole and linear algorithms work best for the type of work to beperformed in the Sw-WING role.

Once the Sw-Os are airborne and formed into an operational swarm(Sw-WING), the specific geometry of the units is less important toconsider than is the general shape of the entire swarm. For example,although an individual Sw-O may, at a given moment, be in a positionsuch that it fails to block the beam, the swarm at that point isoptimized for redundant coverage. In other words, if a Sk-LEAD fails toblock the beam at that moment, most likely the beam will be blocked byone or more of its follower Sk-Os and/or blocked by the swarm of Sw-Os.

Two different drone types are used, (1) Skein (Sk-O), and (2) Swarm(Sw-O) because although it may be useful for discussion purposes togenerate a theoretical “hybrid case” (from a design standpoint, someenvisioned combination of a Sk-O and a Sw-O) as a middle boundaryregion, it is surmised that consideration of such cases only serves toillustrate that the system and methods are based on an insight that useof such hybridized drones is an inferior technique and that twodifferent types of drones, each role-optimized, is required. Due to thedissimilar nature of the roles (Sk-WING and Sw-WING), use of one commontype of WING (comprised of same drones) for each role is suboptimalbecause a hybrid drone and/or hybrid WING would be “a jack of both rolesand master of neither” particularly in cases involving lateral movementof a beam and/or simultaneous multiple attackers. For reasons whichbecome clearer below, both roles are required.

Theoretical worst-case scenario considerations quickly illustrate whyboth Sk-Os and Sw-Os are both needed as opposed to only one type(either). Attack scenarios include but are not limited to: multipleattackers (multiple lasers), acting in concert or independently,possibly very many and controlled remotely; adverse conditions such as:night; low humidity (very low humidity makes off-axis detection moredifficult) or heavy humidity (very high humidity makes controllingdrones more difficult); winds; gusts; airport characterized byup-/down-drafts or subject to turbulent or microturbulent regions;remote sensing unavailable, e.g. due to instrument malfunction or cloudcover; airplane-based sensors are unavailable or faulty; attackinglasers are highly mobile and/or are trained erratically (e.g., beamsource moves laterally in direction of landing aircraft's direction asattacker tries to outfly the protective drones possibly while alsotrying to egress the area); attackers use intermittent and/or strobingbeams (e.g. strike and move, strike and move); attackers employ multiplecheap decoy lasers as distractors prior to and/or during use ofhigh-power laser; beam source can be masked/obscured by ambient lightsources (light from car, utility vehicle, plane, or airfield controltower); attacker is simultaneously trying to hack the system e.g. bydenial-of-service (rapid interrogation) type attack resulting in loss ofpositive control by system administrators; system is subjected todisruptive attack by kamikaze drone(s); bird strikes; high-power lasers;various types of drone malfunctions (loss of power, software errors,hardware component failures); hostile laser beam is drone-mounted orotherwise airborne; systemic communication errors (transmission orreceipt of incorrect flight commands and/or bad sensor data); midaircollisions among drones; airfield personnel unavailable to co-operatethe system when the system is either in a fully-controlled mode or in asemi-autonomous mode (shared control state); and, human controllercommits error.

When the inventive system engages a trained laser beam, in somepreferred embodiments the pilot senses no aspects of an attackwhatsoever (other than information purposely reported to the pilot byair facility authorities), and sees nothing distracting in the directiontoward the beam's source location with the possible exception of asmallish “blind spot” which is simply a drab occlusion occurring withinthe pilot's field of vision where the laser beam would otherwise besighted.

BRIEF DESCRIPTION OF THE DRAWINGS

Herein the terms “-rotor” and “-copter” may sometimes be usedinterchangeably (a “quadrotor” UAV is a quadcopter), as are “UAV” and“drone”. It is also to be noted that unless otherwise indicated theaeronautical term “WING” (rendered in all-caps) herein denotes acoordinated plurality of drone aircraft; whereas lifting surfaces,control surfaces and stabilizing surfaces (e.g. fins, port wing,starboard wing, rudders, flaps, ailerons, chines, strakes, etc.) aredenoted specifically (e.g. “wings”). Such surfaces may also be describedherein simply as “control surfaces”.

Other systems, methods, features and advantages of the invention will beor will become apparent to one with skill in the art upon examination ofthe following figures and detailed description. It is intended that allsuch additional systems, methods, features, and advantages be includedwithin this description, be within the scope of the invention, and beprotected by the accompanying claims. Component parts shown in thedrawings are not necessarily to scale and may be exaggerated to betterillustrate the important features of the invention. In the drawings,like reference numerals may designate like parts throughout thedifferent views, wherein:

FIG. 1 is a flow diagram showing a coarse depiction of selectedhigh-level operational methods used by the invention and informationflow between various system components.

FIG. 2 is a flow diagram showing various aspects of Central CommandControl Logic (“CCCL”) and Drone Group Control Logic (“DGCL”).

FIG. 3A is a cut-away view of a typical handheld laser and a componentsubassembly thereof.

FIG. 3B is a diagram depicting three laser beams represented in (x, y,z)-coordinate spaces.

FIG. 4 is a SIPOC diagram of preferred methods for operating varioussystem sensor components with respect to determining a beam sourcelocation.

FIG. 5 is a spreadsheet diagram showing an exhaustive categorization ofoperational modes.

FIG. 6 is a cut-away view depicting various geometric and mechanicalfeatures of a typical skeining drone (Sk-O type).

FIG. 7 shows five views of a skeining drone WING (Sk-WING) composed ofthree Sk-Os and shows two views of a Sk-WING composed of four Sk-Os.

FIG. 8 depicts various views of an exemplary formation for a Sk-WINGcomprising ten Sk-O drones.

FIG. 9 is a drawing of two different typical aircraft approach pathsanalyzable by the system to determine if each approach path can beprotected by a Sk-WING and/or Sw-WING(s).

FIGS. 10A and 10B represent bird's-eye views from above a singleairfield area which views occur at different times.

FIGS. 11A and 11B represent bird's-eye views from above a singleairfield area.

FIG. 12 depicts several views of a Sw-WING swarm in two differentformations.

FIG. 13 depicts preferred swarming drones (Sw-O type). Five differentgeometries are shown.

FIG. 14 depicts a Sw-WING formation comprising a plurality of Sw-Odrones.

FIG. 15 depicts a bird's-eye view of an airfield area, with an aircrafton final approach and protectable by use of an O-GROUP comprised of oneSk-WING and a plurality of Sw-WINGs.

FIG. 16 depicts a Sk-WING and a Sw-WING deployed in near-earth airspaceabove a typical airfield area.

FIG. 17 is a SIPOC diagram of various preferred methods for operating aSk-WING.

FIG. 18 is a SIPOC diagram of various preferred methods for operating aSw-WING.

FIG. 19 is a diagram showing a bird's-eye view, from above a typicalairfield area and control facilities, of a typical local area ofoperations (“AOPs”).

FIG. 20 depicts a control-tower view of a typical airfield area runwaywhich runway is similar to that shown in FIG. 19.

FIG. 21 is a cockpit view depicting what a pilot may sense when theinvention operates in an example context.

FIG. 22 is a bird's-eye view of an operational O-GROUP comprising oneSk-WING and one Sw-WING above a typical airfield area runway whichrunway is similar to that shown in FIG. 19.

FIG. 23 depicts a control-tower view of a typical airfield area runwaywhich view, and runway differ from that depicted in FIG. 22.

FIG. 24 is a depiction of two airfield traffic patterns and respectiveabstractive diagrams thereof.

FIG. 25 is a partial view of the L-H traffic pattern area of FIG. 24,with additional elements.

FIG. 26 depicts a typical initial flight path of a rapidly deployedcatapult-launched Sk-WING.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to methods for completely blocking orotherwise usefully obscuring of a handheld (or similar-sized) laser beamwhich has been detected as being aimed at or toward a piloted aircraftespecially during the approach/landing phase of the aircraft's flight.The methods are adaptable for similar uses e.g. takeoff phase of flight,helipads, etc.

FIG. 1 is a flow diagram showing a coarse depiction of selectedhigh-level operational methods used by the invention and informationflow between various system components. As in FIG. 1, system 100 at step101A detects a potentially hostile beam. Such detection is performed byhuman operators, system sensors, or both. If a beam is detected bysystem sensors, at step 101 the sensors inform the system of a reportedbeam sighting in real time and can automatically place the system into adesired mode, or, if desired by system administrators, the sensors willalert the system administrators of a detected beam threat but sensordetection does not actuate other system components (possibly exceptingancillary functionality, e.g., alarm sounding, data logging, etc.). Ifthe beam is visually sighted by human ground personnel, also at step101A the operators key the system for a desired mode (see FIG. 5). Ifthe beam is visually sighted by a pilot flying the subject aircraft, atstep 101B the sighting is reported to CCCL-B. One way that humanobservers currently report lasers is via the aircraft pilots themselvesreporting in real time that they are being lazed. In preferredembodiments of the present invention, pilots call out a brief signal asdescribed below with regard to FIG. 25. If the beam is detected bysystem sensors, at step 101C the system will send data to logical block102 and place the system in the appropriate operating mode.Risk-analytic methods of differentiating actual threats from falsepositives are generally well known as described in J. Riek, “DecisionMaking Biases, Threat Assessment and Hypothesis re-Evaluation inInformation Warfare” and the inferential logic described therein isencoded within the system's Central Command Control Logic (“CCCL”) forfirst-order analysis of sensed threats.

At block 101 of FIG. 1 the system considers the reported beam sightingas indicative of a hostile beam and treats the sighting as an eventoccurring at time T₁ wherein a potentially hostile laser beam is deemedas having been activated toward some restricted portion of the airfield(termed “AOPs” regions, see FIG. 19). As shown in decision block 102,this determination will be a result of system sensor indications whichrepresent on-axis beam detection, off-axis detection, or both on- andoff-axis detection. At step 102A, sensor signals indicative of on-axisdetection are routed to decision block 103. At step 102B, sensor signalsindicative of off-axis detection are routed to decision block 104. Eachsuch group of one or more sensor signals, whether routed to block 103 orto block 104, is subsequently routed to an input module of a singleCentral Command Control Logic (CCCL) which in FIG. 1 is depicted asconsisting of two separate logical components CCCL-A 200A and CCCL-B200B which two logical components of CCCL receive via input modules 110and 116 and process respectively sensor signals routed through decisionblocks 103 and 104. Dotted line 121 logically depicts the case whereinboth types of signals are present, i.e. when sensor signals have beenrouted to and through both decision blocks 103 and 104.

At block 103 it is known that on-axis beam detection has occurred viasystem sensors based within available local (located near or within theairfield area) system components (e.g. reconnaissance drones) or hasoccurred via remote components of the system (spaceborne satellites,distant airborne platforms, and any nonlocal ground-based assets) or hasoccurred via both local and remote sensors. Sensor signals indicative ofremote detection are routed 105 to decision block 106. Sensor signalsindicative of local detection are routed 119 to decision block 122.

At block 104 it is known whether off-axis detection exists via systemsensors based only within local (AOPs) system components, only withinsystem remote components, or within both system local and system remotecomponents. Sensor signals indicative of remote detection are routed 111to decision block 112. Sensor signals indicative of local detection arerouted 120 to decision block 126. System sensor signals of all fourtypes, when indicated, are characteristically routed to blocks 106, 112,122, and 126.

At block 106 it is known that on-axis beam detection has occurred viaone or more remote sensors. Most likely, on-axis beam detection will notoccur via remote sensing; however, it is possible that an inadvertent,errant, premature, “practice”, or otherwise ineffective beam (perhapsoccurring at some point in time prior to that at which its wielderpurposely aims the beam at a subject aircraft) will be detected on-axisby one or more remote sensors. Remote sensor signals from satellites arerouted 107 to CCCL-A input module 110. Remote sensor signals fromairborne platforms are routed 108 to CCCL-A. Remote sensor signals fromground-based assets are routed 109 to CCCL-A. Each type of signalrouting 107, 108, and 109 may occur simultaneously, or in nearsimultaneity, with one or more of the other types of single routingduring an incident.

At block 112 it is known that off-axis beam detection has occurred viaone or more of the system's remote sensors. Such remote off-axis sensorsignals from satellites, airborne platforms, and ground-based assets arecharacteristically routed (113, 114, and 115 respectively) to CCCL-B 116for processing. Generally, further processing of signals by CCCL-A 200Aand CCCL-B 200B occurs in order to derive output signals fortransmission to Drone Group Control Logic (DGCL) 203 as furtherdescribed below with regard to FIG. 2.

At block 122 it is known that on-axis beam detection has occurred viaone or more of the system's local sensors. On-axis beam detection bysuch local sensors is deemed less likely to occur than is beam detectionvia other means (e.g. off-axis local sensing). However, particularlywith respect to a reconnaissance UAV with mounted sensors, it ispossible that detection of a hostile beam will be on-axis and local. Itis also possible, though still less likely (due in part to preferredpatrol patterns for use with airborne drones, described below) thaton-axis/local detection of such beam would be via skeining drone (Sk-)based sensors. All sensor signals indicative of on-axis/local detectionare routed 123 (for Sk-units) and 124 (for Sw-units) to CCCL-A 200A andthence to DGCL 203 as further described below with regard to FIG. 2.Signal routing for a type of (rarer) case in which local on-axis beamdetection occurs via both Sk- and Sw-units with respect to a single beamsighting is depicted logically as dotted line 125. In some embodimentsSk-LEADs (and possibly Sw-LEADs) are equipped with on-axis detectors andphotogrammetric maps of the airfield area.

At block 126 it is known by the system that off-axis beam detection hasoccurred via one or more of the system's local (based near the AOPsregion) sensors. Off-axis beam detection by such local sensors is deemedless likely to occur than is beam detection via other means (e.g.off-axis remote sensing). Simultaneous or near-simultaneous off-axisbeam detection via both Sk- and Sw-type units is deemed still moreunlikely. However, such cases are real-world possible. All local sensorsignals indicative of off-axis/local beam detection are routed 127 (forSk-units) and 128 (for Sw-units) to CCCL-B 200B and thence to DGCL 203.

With further reference to FIG. 1 all sensor signals indicative ofon-axis and/or off-axis detection of a hostile beam, whether detected byremote-based or by local-based sensors of the system, are routed to andprocessed by CCCL-A 200A and CCCL-B 200B for use by DGCL 203. Generally,further processing of signals by DGCL 203 occurs in order to deriveoutput signals for transmission to all drones in operational WINGs. Insome embodiments the signals for follower drones are calculated fromsignals derived for LEADs. Data is fused by CCCL as described below withregard to FIG. 2.

FIG. 2 is a flow diagram showing various aspects of Central CommandControl Logic (“CCCL”) and Drone Group Control Logic (“DGCL”). DGCL 203output is in the form of command signals sent to an O-GROUP. CCCL-A 200Aand CCCL-B 200B are shown as logically separate components but inpreferred embodiments are contained within the same physical unit.

With further regard to FIG. 2, Central Command Control Logic ‘A’(CCCL-A) 200A comprises memory-resident coded instructions which whenexecuted by a processor cause an O-GROUP flight computer (not shown) toinitiate and complete four different primary tasks (212, 214, 216, 218)one or more of which may recur throughout a mission and to transmit 201Aresulting control data to Modular Unit (MU) 202. Central Command ControlLogic ‘B’ (CCCL-B) 200B comprises memory-resident coded instructionswhich when executed by a processor cause an O-GROUP flight computer (notshown) to initiate and complete four different primary tasks one or moreof which may recur throughout a mission and to transmit 201B resultingcontrol data to Modular Unit (MU) 202. In preferred embodiments MU 202comprises memory-resident coded instructions executed by a processorhoused within the O-GROUP flight computer onboard a LEAD drone. Each setof four tasks is described below.

With further regard to FIG. 2, Drone Group Control Logic (DGCL) 203receives all signal input as described above. At step 202, DGCL 203generates coded instructions (hereinafter “instructions”) fortransmission to one or more LEAD drones. The instructions are received203B by such LEAD(s) and when executed 204 cause the intended WINGeither to continue flying its user-programmed Default Flight Path(“DFP”) or alternatively whether to fly a Modified Flight Path (MFP). Atsome point T_(n) in time, DGCL 203 receives input signals from CCCL (notshown) which input signals trigger instructions within DGCL 203 thatcause a Sw-WING to execute one or more flight maneuvers resulting in aModified Flight Path (“MFP”). The designation “MFP” distinguishes an MFPfrom every DFP which preceded it. Once an MFP has been achieved it isre-designated as the new DFP being used by DGCL 203. Furthermodifications of DFPs can occur in stages until a time T₂ at which pointthe aircraft is deemed by the system to be safe from attack. During thisprocess, CCCL-A 200A and CCCL-B 200B execute eight primary tasks inaddition to various subtasks thereof. Tasks 204, 206, 208 and 210 areexecuted by CCCL-A 200A. In task 204, a selected template-based Sk-WINGflight path command set is calculated and transmitted to MU 202. In task206, available data (especially wind direction and strength) fromenvironment sensors is used to derive command sets required to maintainthe Sk-WING flight path and the resulting command sets are transmittedto MU 202. In task 208, a selected template-based Sw-WING flight pathcommand set is calculated and transmitted to MU 202. In task 210,available data (especially wind direction and strength) from environmentsensors is used to derive command sets required to maintain the Sw-WINGflight path and the resulting command sets are transmitted to MU 202.Tasks 212, 214, 216 and 218 are identical to tasks 204, 206, 208 and210, respectively, except they are executed by CCCL-B 200B. CCCL-A 200Aand CCCL-B 200B may each handle multiple simultaneous Sk-WINGs andSw-WINGs.

With further regard to FIG. 2, CCCL-A 200A and CCCL-B 200B transmittheir respective control data to MU 202. Coded instructionsmemory-resident within MU 202 when executed fuses the data transmittedthereto as further described below with respect to FIG. 4. Coded dataresulting from the fusion is transmitted 202A to DGCL 203.

With further regard to FIG. 2, DGCL 203 is shown as a logical componentseparate and distinct from CCCL-A 200A and CCCL-B 200B however in someembodiments DGCL 203, CCCL-A 200A and CCCL-B 200B are contained withinthe same physical unit. DGCL 203 includes memory-resident codedinstructions which when executed by a processor causes flight commandsto be derived from the data transmitted by MU 202. The flight commandsare then transmitted (not shown) by DGCL 203 to O-GROUP LEAD drones.DGCL 203 initiates and completes six different primary tasks 220-230 oneor more of which may recur throughout a mission. In task 220, one ormore Sk-LEADs and/or Sw-LEADs transmits tracking data to and from DGCL203. In task 222, DGCL 203 monitors Sk-WING and Sw-WING achievement andmaintenance of initially calculated beam blocking positions. In task 224DGCL 203 interprets (if CCCL so calculates and transmits) modifiedflight path navigational commands for all Sk-WINGs and Sw-WINGs. In task226 DGCL 203 monitors Sk-LEAD achievement and maintenance ofrecalculated beam blocking positions. In task 228 DGCL 203 monitorsSw-LEAD achievement and maintenance of recalculated beam blockingpositions. In task 230, DGCL 203 issues final Sk-WING and Sw-WINGcommands (SHUT OFF, or RETURN TO BASE, or RETURN TO PATROL). SHUT OFF intask 230 is initiated by DGCL 203 (i.e. not by CCCL, a pilot, or aWING).

FIG. 3A is a cut-away view of a typical handheld laser and a componentsubassembly thereof. FIG. 3A is adapted from COTS illustrations.Cut-away view 300 is of a typical green-wavelength (560-520 nm) handheldlaser. Li-ion batteries 303 and 304 supply DC current to the terminals309 of pump laser driver (“LD”) 305 housed within laser module 306.Cut-away view 301 shows details of laser module 306. DC current fromterminals 309 actuates LD 310. Light focused by pump focusing lens 312is expanded by expanding lens 314. 312 is a pump focusing lens; 307 isthe laser gain medium (crystal type, commonly Nd:YVO4, neodymium-dopedyttrium vanadate); and 308 is the frequency doubling device (typicallyKTP, titanyl phosphate crystal). At collimating lens 316 the beamtravels to IR filter 318 whence it travels outward into the ambientenvironment.

For purposes of problem analysis, a typical COTS handheld portable laser(Spyder® S3 Krypton Series 1000 mW class 4 handheld 520 nm green laser)is assumed. Although it would be relatively easy for an attacker toaugment this type of laser with means for steadying, such as mounting itwithin a vehicle and pointing the laser through a vehicle aperture, noadjustments to the beam modeling are necessary due to simplifyingassumptions that: (1) “wanding” of the laser is likely, i.e. continuousup/down and/or otherwise back-and-forth wielding by attacker; (2)intermittent or strobing beams are generally as undesirable ascontinuous ones; and (3) unless lateral movement of the beam source isdetermined by the system, once a WING has achieved desired position andvelocity then ideally (e.g., no interim crosswinds occur) a SystemEngaged Patrol (“SEP”) as described in FIG. 5 occurs with the laser beamblocked from the time of initial beam interception (which occurs at orafter time T₁) through and including time T₂. Other types of beams andbeam sources considered include higher-power (>2 W) lasers e.g.vehicle-mounted, similar to “technicals” (conventional automaticweaponry mounted in the bed of a pickup truck) used by unconventionalforces in various third-world conflicts. The invention is scalable suchthat attacks via some higher-powered lasers and certain kinds ofalternative (non-handheld) mountings (vehicles, trees, seaborne craft,other fixed or mobile positions) does not affect problem analysis,however in some cases other mountings (airborne, e.g. adversary drones)represent threats which the invention is not designed to address. Ingeneral, the system is not designed to counter airborne laser threats.

FIG. 3B is a diagram depicting three laser beams represented in (x, y,z)-coordinate spaces and is adapted from illustrations found in deGrassie J. et al., “A Hierarchy of Atmospheric Effects and Laser BeamDetection”. Off-axis detection is more problematic to undertake than ison-axis, within the context of the invention, though more likely due tothe low probability that a hostile laser aimed at an aircraft wouldhappen to directly strike an on-axis detector. Current methods have beendeveloped such that atmospheric conditions affecting beam detection havebeen recently categorized into a useful hierarchical scheme. Knownmethods of off-axis detection are described in F. Hanson, et al.,“Off-axis detection and characterization of laser beams in the maritimeatmosphere”, Applied Optics 50, 3050-3056 (2011); and Hanson, et al.,U.S. Pat. No. 8,908,178, “Method for Atmospheric Laser Beam DetectionUsing Remote Sensing of Off-Axis Scattering”, which describe scatteringanalysis as applied to off-axis detection of laser beams in thenear-earth atmosphere.

Planned improvements to current off-axis detection means includedetectors mounted on airborne drones or airplanes (e.g. an RQ-7) and useof multiple-imaging systems mounted in land-based assets. If bothdetection types occur simultaneously or almost simultaneously on-axisdetectors are given precedential priority over off-axis detectors. Ifremote detection occurs simultaneously or almost simultaneously withlocal detection, precedential priority is given to local detection.

With further reference to FIG. 3B, environs 302 depicts three differentbasic geometries for a handheld laser beam whose source is located atground level, coordinates (0, 0, 0). Geometry ‘A’ 325 shows ahorizontally disposed beam path tracing along at ground level.Geometries ‘B’ 332 and ‘C’ 344 depict similarly disposed beam pathswhich are slant rather than horizontal, the only difference betweenGeometry ‘B’ 332 and Geometry ‘C’ 344 being that in Geometry ‘B’ 332receiver 334 is located at ground level while in Geometry ‘C’ 344receiver 348 is located above-ground. For each of the three geometriesA, B and C a typical line-of-sight distance from source to receiver isapproximately 3.0 km. Geometry ‘A’ is representative for beamcharacteristics including angle ψ 325 which is a function of azimuthΘ_(az), laser elevation Θ_(el) and receiver height. By way of example, atypical beam angle ψ 325 of interest ranges from 0° to 60°.Corresponding beam characteristics are shown for beam angles 334 and346, with corresponding beam azimuths, laser elevations, and receiverheights, numbered respectively as shown in FIG. 3B.

FIG. 4 is a SIPOC diagram of preferred methods of operating varioussystem sensor components with respect to determining a beam sourcelocation. SIPOC denotes “Sources, Inputs, Processes, Outputs,Customers”. In a SIPOC diagram, Sources provide one or more Inputs tocore Processes which produce Outputs supplied to one or more Customerswhich Customers can be any entity, object, or process. With regard toFIG. 4, process 401 describes that all of the system's local sensorsprovide input in the form of local sensor data acquired via the processof off-axis beam detection. When a suspect beam is detected, process 401(off-axis, local) and process 403 (on-axis, local) are thehighest-probability types of detection expected to occur. Output ofprocesses 401 and 403 is in the form of geospatial coordinates (e.g.GPS) supplied as data input to CCCL-B. Processes 402 (off-axis) and 404(on-axis) show similar tasking for detecting a beam remotely; sensordata is translated into geospatial coordinates supplied as output toCCCL-A. Process 405 describes that each of the aforementioned types ofsystem sensors also provide their sensor output as data input for a coreprocess of detecting whether a detected beam source remains stationaryor is moving laterally. A companion process (not shown) similar toprocess 405 can operate to detect vertical motion of a beam source.Process 406 describes that the CCCL fuses all sensor data received fromall sources, which sensor data informs CCCL calculation of beam sourcelocations, DFPs, and MFPs. More specifically, in process 406 a CCCLsupplies inputs (output of processes 401-405) in the form of collectedsensor data and CCCL analytic-engine results to a core CCCL process ofsynthesizing all collected data within the relevant WING navigationmodel (Sk- or Sw-) and deciding whether to send a “Maintain DFP” to DGCLor instead to transmit to DGCL instructions which cause the WING todepart from DFP and seek a MFP. Process 407 describes that a DGCLreceives input in the form of coded instructions to inform a DGCL's coreprocess of determining whether a given WING should continue flying itsDFP or instead to inform a DGCL's core process of issuing commands forthe WING to fly a MFP. If a MFP is directed by CCCL for execution, theDGCL derives and transmits instructions to each WING's drones whichinstructions when executed cause servomechanisms and related moduleswithin each drone to be actuated or modified with the result that a DFPwill be departed from and a MFP flown. Process 408 supplies crosswinddata to CCCL from local anemometers. Process 409 supplies ambient airpressure data to CCCL from local barometers. Process 410 suppliesambient air temperature data to CCCL from local thermometers. Process411 similarly supplies ambient humidity data from local hygrometers.

With further reference to FIG. 4, remote sensors may be used toeffectuate off-axis detection of a beam. Applicable methods aredescribed in Hanson et al., U.S. Pat. No. 8,908,178.

With further reference to FIG. 4, LITSABR (Laser Identification throughScattering and Beam Recognition) sensors (mounted on patrol aircraft,i.e. on aloft aircraft which are other than system-protected aircraft)may also be used to assist with off-axis detection of a beam. Methodsare adaptable from those described in various literature.

With further reference to FIG. 4, aircraft-based LWRs (laser warningreceivers) which are mounted on the system-protected aircraft may beused to assist with on-axis detection of a beam. Methods are adaptablefrom those described in various literature.

With further reference to FIG. 4, land-based LWRs may also be used toassist with on-axis detection of a beam. Methods are adaptable fromthose described in various literature.

With further reference to FIG. 4, drone-based sensors may be used foroff-axis detection of a laser beam, preferably sensors mounted onspecial reconnaissance drones (but could be mounted on Sk-O or Sw-Odrones). Recent advances in detection using coherence properties oflasers (rather than intensity properties) now enable low-cost dronemountable sensors believed particularly useful for detecting low-powerlasers of the type commonly used to attack aircraft. A current candidatefor a reconnaissance drone of this type for use in preferred embodimentsof the invention is the ZALA 421-16E2 UAV manufactured by Zala AeroGroup with modifications (on-axis beam detection equipment in lieu of aconventional complement of surveillance cameras).

Processes set 400 shows core processes for beam detection undertaken byon-axis and off-axis sensors. A database (as further described belowwith regard to FIG. 5) includes all necessary tables, fields, and entityrelationships to direct and monitor eleven primary core processes(tasks) and all subtasks thereof shown in FIG. 4. In task 401 data fromlocal sensors is used to detect a beam location via off-axis sightingmethods. In task 402 data from remote sensors is used to detect a beamlocation via off-axis sighting methods. In task 403 data from localsensors is used to detect a beam location via on-axis sighting methods.In task 404 data from remote sensors is used to detect a beam locationvia on-axis sighting methods. Location data derived in tasks 401 and 403is transmitted to CCCL-A. Location data derived in tasks 402 and 404 istransmitted to CCCL-B. In task 405 data from all local and remotesensors (including data from photogrammetric-based real-time WINGobservation of a detected beam source) is used to detect lateral (alongthe ground) movement of a previously detected beam source and transmitresulting change-of-location data to CCCL. A companion process (notshown) similar to process 405 can operate to detect vertical motion of abeam source. In task 406 CCCL fuses all sensor data processed by CCCL-Aand CCCL-B to calculate and recalculate all flight command sets requiredfor all active Sk-WINGs and Sw-WINGs to remain on course (via DFPs andMFPs as described below with regard to FIG. 5). Data includes but is notlimited to beam source location, aircraft speed and heading, aircraftrate of descent, and all data used in tasks 408-411. In task 407 DGCLreceives flight path command sets from CCCL and converts them tocommands recognizable by individual drones (e.g., servomotor command toadjust propeller pitch; increase power; fly to Waypoint XYZ). In task408 prevailing wind speed and direction measured by local anemometers isrendered in a computationally appropriate format and transmitted toCCCL. In task 409 ambient air pressure measured by local barometers isrendered in a computationally appropriate format and transmitted toCCCL. In task 410 ambient temperature measured by local thermometers isrendered in a computationally appropriate format and transmitted toCCCL. In task 411 ambient humidity measured by local hygrometers isrendered in a computationally appropriate format and transmitted toCCCL.

The system's on- and off-axis beam sensors (satellite-, airborne-, andground-based) supply input in the form of sensed data to CCCL for thecore process of detecting suspect beams. Output from the core process isrendered by the CCCL into one or more sets of desired waypointcoordinates which are transmitted as inputs to the DGCL where thedesired waypoint coordinates are in turn rendered into navigationalcommand instructions for all active drones. Contemporaneously systemsensors provide sensor output as data input to a core process fordetecting whether a detected beam source is stationary or is movinglaterally. Once each selected WING is active, i.e. flying atemplate-based intercept course, maintaining each WING on its desiredcourse is largely a matter of detecting (via local sensors) wind gustingas early as possible and transmitting commands to the active droneswhich when executed compensate for the gusting. Gust sensing andrejection is a primary core process of CCCL, though lower priority thancollision avoidance.

FIG. 5 is a spreadsheet diagram showing an exhaustive categorization ofoperational modes. As seen in FIG. 5, the system is operated in one ofsix mutually exclusive modes when it is up and running. The first fourmodes are operational: Ready Mode (RM), Normal Uneventful Patrol (NUP),Normal Eventful Patrol (NEP), and System Engaged Patrol (SEP). Two other(“nonoperational”) modes are Maintenance Mode and Simulation Mode. Insome embodiments the system must be manually keyed by systemadministrators to a selected mode. In preferred embodiments the systemautomatically determines an appropriate mode based on events of interestand toggles from one mode to another based on such events. For example,a NUP WING or NEP WING, after completing its mission and returning tobase, would resume status as a RM WING (unless required maintenancecauses the WING to be taken offline). As another example: a launch eventtransitions a WING's status from RM to NUP; events occur whichtransition the NUP to a NEP; a beam strike is then reported, causing thesystem to transition the WING into SEP.

Artificial intelligence (AI) is used by the invention in a number ofdifferent ways, including system setup and configuration at individualairfield areas as well as for template construction. Each of multipletemplates for every airfield area describes flight plans generally boundby a curved toroid region wrapped about the airstrip (runway)facilities, modified as required for use with each individual airfieldfacility as depicted in FIG. 24 and FIG. 25. Generally speaking, Sk-Osattempt to classically shield the cockpit while Sw-Os attempt smotherthe beam source like a goalie (in sports, e.g. hockey) who emerges fromthe crease to improve the opportunity for blocking an approachingoffensive player's shot-on-goal. The invention solves the problem byattempting one or both types of beam blockage. Currently availabledrones meet only minimal requirements for speed and maneuverability, soreliance on preprogrammed flight plan templates accessibly stored in adatabase is essential for ensuring fastest response times. All flightplans are based on templates developed for specific airfield runways.Recognition algorithms using data from all platforms filter out twosources of extraneous light: (a) navigational lights on the escortedaircraft; and (b) ambient light and any ground-based light sourcesunique to individual airfield areas such as communication tower lights,commercial building lights, airport utility vehicle lights, carheadlights, and the like, when the invention is used at night or otherlow light conditions (e.g. dusk, rain). This is done based onpositioning (light from known direction of airplane, light from knowndirection of ground vehicle headlights), and characteristics ofextraneous light (car headlights filtered by wavelength). Many sourcesof such extraneous light can be identified, mapped, and factored intoflight planning on a per-installation basis.

A database is populated and used by system administrators to manage: (1)a set of Template DFPs unique to a particular airfield area; and (2)sets of variables whose values when changed trigger one or moreprocedures for generation of MFPs. The database and its databasemanagement system is coded, implemented, and administered with allnecessary functionality including but not limited to one or moreservers, database binaries, entity-relationship mappings, tables,databases, schema, objects, administrator and user accounts, securityconfigurations, access privileges, audit configurations, administrativeand user interfaces, listener modules, triggers, stored procedures,performance tunings, backups, automatic and manual maintenance tasks,patches and upgrades, and customizations, required for generating,modifying and maintaining all templates based upon flight test data fora subject airfield. Preferably, stock DFP templates can be used eitheras-is by system administrators at individual airfields or airfieldtemplates can be customized from vendor-supplied stock templates. Insome embodiments, custom DFP templates may be created by system vendorsbased upon information provided by customers responsible for specificairfields.

Once a customized template has been created and tested for an individualairfield area, one or more appropriate Template DFPs may be selectedautomatically from the database and used to direct one or more WINGs tofly a beam-interceptive pattern through and including landing at a basestation or returning to a designated patrol mode. The invention providesfor a Sk-WING to fly roughly parallel to the approaching/landingaircraft such that it is generally interposed between the laser beamsource and the aircraft cockpit, while a companion Sw-WING hovers alonga similarly disposed path, though generally a much shorter path as theSk-WING's, simultaneously, with the Sk-WING operationally disposedgenerally much nearer to the beam source than is the Sw-WING. If aSk-WING fails to block the beam at a given moment, it is quite possiblethat the beam will be blocked by one or more of the Sw-Os. The O-GROUPitself is redundant in that the Sk-WING is designed to block a beam ifSw-WING fails to do so, and vice-versa.

Customized PID control functions for each individual airfield areas areused to populate each database and build a library of templates andsub-templates subsequently used to derive corrective flight maneuversrequired for different operational WINGs to remain on-course withrespect to representative DFPs. Actual DFPs flown during an OperationalMode (NUP, NEP, SEP) may follow template DFPs but in preferredembodiments are in some cases derived from values interpolated fromvarious field values established in the template database. By way ofexample and not limitation, assumptions for typical Template DFPs mightinclude field values which represent crosswind velocities as constantspeed and direction (zero gusting), and aircraft deceleration asconstant through a Protected Segment. As a result, Template DFPs causegeneration of Intercept Paths (“IPs”) which transition to BlockingPatterns (“BPs”) of straight flight at correspondingly constantdeceleration. Actual IPs and DFPs may in some cases be interpolated froma combination of a Template DFP and current measured values includingbut not limited to prevailing wind speed and direction. Many airfieldareas are characterized by aircraft landings which frequently occur withmany common aspects, and WING launch pad location values (as opposed toloiter patterns) generally remain constant (though launch pads may bemoved, e.g. can be made easily portable, their location values areconstants when the system is in an Operational Mode). Some airfieldareas are better able than other areas to utilize Template DFPs withoutneed for interpolations.

Trial runs at individual airfields having typically frequent standardapproach and landing patterns can be undertaken (using Simulation Mode)without actual landing aircraft due to the relative ease with which suchaircraft flights may be simulated. During trial runs, data regardinge.g. actual crosswinds may be logged and used for creation of customizedIPs and DFPs. Specifically, once a library is built a priori PID controlfunctions may be tested and refined. These initial PID control functionsare then iterated over a specified number of trial runs over eachapproach pattern and landing pattern for each individual runway at eachindividual airfield area.

Once a preliminary template library is built, known artificialintelligence (“AI”) methods are used to interpolate values foradditional IPs and DFPs. In preferred embodiments such interpolatedvalues are in some cases subsequently replaced by actual values loggedduring SEP Mode and in other cases are combined with SEP Mode values toproduce hybrid values. In this way, AI is used to establish more refinedcustomized IPs and DFPs over time. For example, one of the templatesdatabase field values used in templates creation is relative atmospherichumidity ϕ. A new table record may be created and written in between twoexisting table records A and B each of whose field values are identicalexcept that Record A contains a value of 40% for ϕ and Record B containsa value of 42% for ϕ. Templates creation AI logic examines DFP commandsto be issued as a result of a need for an IP in situations characterizedby 40% ϕ versus situations characterized by 42% ϕ and interpolatesmodifications of such DFP commands for situations characterized by 41%ϕ.

Templates database field values may include but are not limited tovalues representative of earth magnetic field directions as taken forone or more different reference points; barometric pressure; atmospherictemperature; relative atmospheric humidity; prevailing wind speed;prevailing wind direction; wind gusting; crosswinds; and all valuesrequired for drone geofencing (restricting use to AOPs regions asdiscussed below). In preferred embodiments library templates may becloned and then used to create more refined templates with field valuesadjusted for individual types of landing aircraft common to individualairfield areas. For example, field values may be adjusted during newtemplates creation to account for the fact that a single-engine highwing aircraft is more vulnerable to crosswind gusting than are varioussimilar-sized low wing aircraft landing at similar speed and as a resulta template used for e.g. a Cessna 172 would produce Sk-WINGs which givea wider berth (in terms of distance from skein to cockpit) to the Cessnaas compared with how much it gives a low wing aircraft landing at higherspeed. System administrators may benefit from pooling template data fromindividual airfields, e.g. to establish federated databases withincreasingly larger AI datasets useful for experimental operations inSimulation Mode.

One sub-task is to dampen jitter and avoid overshoot. For initialtemplates creation PID control functions are derived for NUP Mode atdesired runways. In preferred embodiments a priori control functions areinitially based only on P, then modified as PI control functions whichincorporate datasets logged during P-controlled trial runs. PI controlfunctions are then further modified as PID control functions whichincorporate datasets logged during PI-controlled trial runs. PID controlfunctions are then used to create the initial set of OperationalTemplates which can be augmented via interpolative methods describedabove for densely populated template libraries.

Deriving a priori PID functions for individual airfields. For a givenr(t)=desired value and y(t)=measured value, error value e(t) is givenby:

e(t)=SP−PV

where SP is the setpoint equal to r(t), and PV is the process variableequal to y(t)

A desired PID control variable u(t) is given by the equation:

${u(t)} = {{{Pe}(t)} + {I{\int_{0}^{t}{{e\left( t^{\prime} \right)}{dt}^{\prime}}}} + {D\;\frac{{de}(t)}{dt}}}$

where e(t) is the error value, P is the process variable and isproportional to the current value of e(t), I represents the integrationof past e(t) values, and D represents a future trend based on thecurrent rate of change.

Partly unique to each airstrip locale, but also sharing somecharacteristics of a general template, will be a databased map of likelyadversary positions described in (x, y, z) and/or GPS coordinates.Incorporated into templates for likely source locations of adversariallaser beams, which in some cases will suggest best practices foroptimization of skein and swarm loitering patrols and predeterminationof likely swarm hovering locations.

Recording of template variables' values during plenary test flights ispreliminary to final Templates construction. By way of example and notlimitation, for a set of templates based on the conducting of eightflight tests with all variables holding steady, except for measuredambient light level yielding eight different values, the templateconstruction process will yield eight separate different sub-templates.Given a reported beam whose location suggests invoking one of theseeight sub-templates, the inventive method will select the sub-templatethat was constructed while measured ambient temperature was closest tothat existing when the beam is reported. Similarly, for a set oftemplates based on the conducting of eight flight tests with allvariables holding steady, except for measured atmospheric humidityyielding eight different values, the template construction process willyield eight separate sub-templates. Given a reported beam whose locationsuggests invoking one of those eight separate sub-templates, theinventive method will select the sub-template that was constructed whilemeasured atmospheric humidity was closest to that existing when the beamis reported.

An adapted ABSGAM (Airbase Sortie Generation and Analysis Model) is usedto implement the system at each individual airport or airfield area.Based on ABSGAM-type modeling, separate and different launch facilitiesare maintained by system administrators for Sk-WINGs and Sw-WINGs.Depending on an airfield area's specific needs, WINGs are launched fromlaunch pads or catapults located at such facilities each time the systemis triggered or toggled into one of the Engaged Modes. WINGs may belaunched for either general patrolling or SEP Mode, and upon completionof a general patrol or a SEP mission are returned to base for batteryrecharge (electric-powered units) or refueling (internal combustionunits) and required maintenance tasks including but not limited tocompass recalibration, frame degaussing, and inspection of propellerblades for fatigue and other defects. In some embodiments humanattendants are positioned near the launch pads to perform variouspreflight maintenance tasks and in preferred embodiments undertakemanual, or oversee mechanical, transfer of drones from landing pads ontolaunch pads.

As seen in FIG. 5, processes set 500 shows six different processes501-506 which collectively describe the six basic Operating Modes of theinvention: 501 Ready Mode (“RM”); 502 Normal Uneventful Patrol (“NUP”);503 Normal Eventful Patrol (“NEP”); 504 System Engaged Patrol (“SEP”);505 Maintenance Mode (“MM”); and 506 Simulation Mode (“SM”). A briefdescription of processes 501-506, various events attending theprocesses, and miscellaneous notes regarding the events are set forth inFIG. 5. Such events, brief descriptions thereof, and notes are intendedto be illustrative and not limiting.

Certain embodiments provide for leadership fail-over/succession (e.g.,if a LEAD drone suffers a mechanical malfunction). In case of leaderdrone inflight mechanical malfunction, one of the secondary dronesassumes the leadership role, and remaining secondary drones willre-optimize as discussed above, i.e. maximize cross-sectional coveragearea behind the new leader.

FIG. 6 is a cut-away view depicting various geometric and mechanicalfeatures of an example skeining drone (Sk-O type). An obliqueperspective cut-away view is provided of a portion of the surface 601 offrame (drone fuselage) section 615 of Sk-O 600A and various componentsof Sk-O 600A. Motor housing 602 contains black box motor 603, rotatingdrum 605, non-rotating drum 607, outer prop-shaft 608, inner prop-shaft614, and gearing mechanisms 606 and 610. Power is supplied to black boxmotor 603 as DC electric current from suitable Li-ion batteries (notshown) but could be supplied by other suitable means. Communicationsantenna 604 passes through frame section 615 and is connected to anOnboard Communication Unit (“OCU”) (not shown) contained within Sk-O600A. Black box motor 603 when running and engaging transmission gearingmechanism 606 causes toothed rotating drum 605 to turn about itslongitudinal axis. This in turn causes spinning of outer prop-shaft 608forcing large propeller blades 609 to rotate in the direction indicatedby the (generally counterclockwise) vertical component of arrow 612.Actuation of transmission gearing mechanism 606 and resulting rotationof drum 605 also causes rotation of transmission gearing mechanism 610,which rotation performs directional translation and causes innerprop-shaft 614 to spin in the direction opposite that of outerprop-shaft 608. Spinning of inner prop-shaft 614 causes smallerpropeller blades 611 to rotate in the direction indicated by the(generally clockwise) vertical component of arrow 613. Non-rotating drum607 provides stability for outer prop-shaft 608.

In some embodiments two counterrotating propellers are disposed from amotor and motor housing within the interior region of each individualSk-O drone and extend via attached rotors through the drone frame in aconventional manner as generally shown in FIG. 6. Counterrotatingpropellers or sets thereof (e.g. for different types of coaxial copters)may be disposed generally above and below the center of gravity of thedrone. A power supply and a communications module are housed inside eachdrone and a small antenna 604 is disposed. In some embodiments a ruddermay serve as a control surface and also extend a communications antenna.

With further regard to FIG. 6, additional components of Sk-O 600 includebut are not limited to the following. ECU (Engine Control Unit) 616includes an onboard flight controller for interpreting flight commandsand includes integrated electronic speed controls. External camera 617is a CCD (digital video camera) device mounted on one side of surface601 such that it may be used for real-time photogrammetric analysis inconnection with stored onboard maps of an individual airfield area. Inpreferred embodiments, one such camera 617 is mounted on the port sideof the Sk-O drone and an identical camera is mounted on the starboardside of the Sk-O drone, and each such camera may be utilized selectivelyby system administrators depending on the orientation of flight plan.For Sw-O drones, in preferred embodiments a single camera is mounted onSw-LEAD drones only and is used during semiautonomous patrols (swarm canreact on its own) in response to luminous anomalies as described below.Receiver unit 618 is responsible for reception of radio signals(navigational commands) sent to the drone from DGCL. Transmitter unit619 is responsible for transmission of radio signals (location andperformance data) sent by the drone to the DGCL. GPS unit 620 isresponsible for provision of drone longitude, latitude, and elevationpoints. Photogrammetric processing unit 621 stores one or digitized mapsof an individual airfield area and in some embodiments is used by a LEADdrone to report and/or otherwise react to luminous anomalies (i.e.potential beam source locations) via real-time comparison of ambientlight sources as against onboard maps selected based upon time-of-dayand weather conditions. IMU (Inertial Measurement Unit) 622 uses one ormore accelerometers and gyroscopes to measure acceleration and rotationand provide position data. LIDAR sensor 623 is used as one means ofproviding collision avoidance. LIDAR processing unit 624 renders datafrom LIDAR sensor 623 for use by the individual drone.

With further regard to FIG. 6, additional components of Sk-O 600 includeLIDAR 623 and LIDAR processing unit 624. Drones of all general typescontemplated for use with the present invention are capable of fullflight stoppage within expectedly acceptable parameters when confrontedwith stationary walls and proof of concept has been demonstrated forLIDAR use at higher speeds. COTS systems are available with 360° LIDAR.In preferred embodiments a 360° LIDAR subsystem is attached to one ormore Sk-Os for aircraft collision avoidance as well as for avoidingcollision with all other Sk-Os. In some embodiments only a Sk-LEAD'sLIDAR is keyed for avoiding collision with aircraft while Sk-O followerdrone LIDAR is keyed only for avoiding collision with their Sk-LEAD andfellow Sk-Os. Based upon optimal Sk-WING flight regimes as describedbelow with regard to FIG. 9 and FIG. 10 it is likely that Sk-WINGcollision with aircraft is an extremely remote possibility, ex ante(without use of LIDAR) and could result only from rare catastrophicevent sequences. LIDAR is a fail-safe, in sense of providing acollision-avoidance backup method for geofencing. TOF (Time of Flight)limitations can also be placed on WING missions as an additionalfail-safe method.

In preferred embodiments collision avoidance is given priority over allother general tasks. In the present invention, for example, avoidingcollision with the subject aircraft is a higher priority than isavoiding collision with all 0-GROUP drones and avoiding collision withany rogue drone which violates the airspace restriction of the airfieldarea. Collision avoidance is also a higher priority than that of allgeofencing implemented via GPS way-pointing or other means. If LIDARindicates for example unacceptable likelihood of collision withaircraft, a WING is diverted or ditched even if geofencing fails toindicate such likelihood of collision.

A current candidate for a skeining drone of this type for use in variouspreferred embodiments of the system is a gasoline-engine poweredquadcopter capable of a top airspeed on the order of 163 mph. The Sk-Ois designed to fly at a maximum speed of approximately 170 KAS orroughly the landing speed of a Boeing 747 jet airliner, generally thetop speed among types of aircraft the system is designed to protect. Atleast one COTS gas-powered quadcopter currently exists which can achieve163 mph and 170+ KAS is believed to be the approximate airspeed ofExperimental class fixed-wing drones currently in general commercialand/or academic development. Recent jet-powered VTOL drones have beenclaimed to reach speeds of approximately 250 mph. In one preferredembodiment, the shape of a Sk-O frame is an oloid which approaches aperfect sphere.

One physical aspect of a drone, its general shape, makes it a goodcandidate for being the sole blocking object (i.e. by using its framegenerally, as opposed to using e.g. a trailing tail ribbon or somecombination of the frame and a trailing shape such as tail ribboning).Of particular interest is size of cross-sectional profile, which admitsof a general trade-off; that is, increasing the size of a givencross-sectional profile provides more surface area to block a laser beambut renders the drone less aerodynamic; and that in the absence ofadditional power, and/or techniques used to render a candidate airfoilmore aerodynamic, the desired performance capability for a particularcandidate drone may be unavailable (a different Sk-O airfoil might notachieve required speeds).

Preferred embodiments of a Sk-O frame are formed from any suitably hard,durable material such as plastic, composite graphite, fiberglass, etc.These materials are readily available, and those of skill in the art arefamiliar with the properties of such materials. Other materials areavailable that would be suitable for embodiments of the subject matterof the disclosure. Examples are wood, metallic materials such asaluminum and magnesium and/or alloys thereof, polycarbonate materials,other composite ceramics, and any other composition or combination ofmaterials capable of being formed into a suitable frame. Those skilledin the art will understand that any suitable material, now known orhereafter developed, may be used in forming the frames described herein.In one embodiment, the Sk-O frame is composed of a lightweight,composite material at least one surface of which advantageously absorbs,and minimally reflects, visible light. In some embodiments the Sk-Oframe is composed of solid pyrolytic carbon or coated with pyrolyticcarbon material. In some embodiments approximately half of the Sw-Odrones in a swarm have frames composed of or coated with a relativelyparamagnetic material and the other approximately half of the drones insuch swarm have frames composed of or coated with a relativelydiamagnetic material, and the drones in such swarm are generallydisposed when station keeping such that each Sw-O drone is adjacent onlyto drones of a differing type of frame material.

In terms of its general exterior shape a single blocking object has anumber of characteristics usable to develop tunable parameters used bythe invention. A primitive single blocking object (hereafter “O” for“Object” in “Sk-O” or “Sw-O”) admits of a three-dimensional, generallyunitary physical shape (i.e., it is recognizable as a geometricprimitive, e.g. sphere, cylinder, torus, disc, cube, oloid, or else isrecognizable as a generally simple first-order derivation therefrom)which is treated herein as a transversely viewed 2D cross-sectionalregion describable with conventional techniques of algebraic geometry.The invention uses two different types of Os. The first type is a“skeining” drone (“Sk-O”) and the second is a “swarming” drone (“Sw-O”).The general shape of the Sk-O is optimized for blocking a laser beamwith the Sk-Os deployed relatively far from the beam source andrelatively close to the cockpit (relative as compared to the generaloperational area of the Sw-O drone type), while the general shape of theSw-O is optimized for blocking a laser beam when its formation (swarm)is disposed relatively near to the beam source (as compared to thegeneral operational area of the Sk-O drone type). Sk-Os block beamsnearer to a targeted cockpit while Sw-Os block the beam closer to thebeam source via interposing a specialized swarm formation between thecockpit and the beam source and intelligently swamping the relativegeneral vicinity (essentially, as close as it can get thereto, withinacceptable safety parameters) of the beam's source via use of thedisclosed flight control method. Unless otherwise specified, however,the methods described herein treat WINGs (not individual drones) asblocking objects.

What determines whether Sk-Os and Sw-Os are role-optimized, however,depends upon more than just shape and cross-sectional profile. These areflying objects which must achieve and maintain significant speed to flyan in-route-modifiable course, and execute maneuvers calculated tomaintain blockage of a beam. The shapes are considered initially assimple airfoil bodies which must achieve and maintain requiredvelocities and accelerations over operationally definable flightregimes. Preferably, Sk-O frames are oloids whose measured extent whendisposed in flight is larger vertically than horizontally, and to whichfixed port and starboard wings are attached.

With further regard to FIG. 6, view 600B shows various perspectives on atypical preferred oloid-shaped Sk-O frame (two-dimensional views of athree-dimensional drone frame (fuselage)). 625: top (or bottom) view;626: side view; 627: oblique view; 628: front (or rear) view; 629:oblique view with perspective cube.

In some embodiments drone frame surfaces are reflective of various colorschemes which color schemes are selectable for variable conditions suchas weather, time-of-day, and terrain. This will also reduce thelikelihood of the system presenting an attractive nuisance to thegeneral public. In preferred embodiments frame sides which face towardsthe runways are painted so as to afford pilots a useful but notdistractive view of Sk-drones. For example, Sk-Os protecting the portside of a runway can be rendered drab blue on their own port side (tominimize visibility from the beam source direction during late afternoonhours on clear days) and by contrast identifiably marked in aconspicuously noncamouflaged manner (e.g. striping, contrast, symbols)on their starboard side for easier sighting by pilots and ground-basedhuman administrators.

FIG. 7 shows five views of a skeining drone WING (Sk-WING) composed ofthree Sk-Os and shows two views of a Sk-WING composed of four Sk-Os.Directional arrow 700 indicates direction of flight for all drones anddrone formations depicted in FIG. 7.

With further regard to FIG. 7, side view 701 shows a desired formationfor a three-drone Sk-WING. Redundant (overlapping) coverage is providedfor beam blockage with maximal overlap near the center of the formation.Side view 702 shows the three Sk-Os of view 701, but with flattenedtransverse horizontal profiles due to the Sk-Os banking slightly into acrosswind. Side view 703 shows the three Sk-Os of view 702, but theSk-Os have re-formed to provide maximal overlap near the center of theformation during the sustained crosswind. Side view 704 shows the threeSk-Os of view 703, but the crosswind has relaxed and the formation isshown with flattened transverse horizontal profiles because the Sk-WINGis re-forming to its original shape. Side view 705 shows the Sk-WINGback to the original shape also shown in view 701.

With further regard to FIG. 7, the Sk-WING of view 701 is generallydisposed in an optimal shape for beam blocking during flight in thedirection indicated. For cases involving VTOL aircraft such ashelicopters, the Sk-WING would be disposed differently e.g. it would bedepicted in FIG. 7 as flying downward and would be rotated 90°clockwise. During normal flight, the Sk-WING is subjected to a crosswind(not shown) which causes the Sk-WING to drift from its flight plan andin a direction toward the subject aircraft (not shown) for exampletoward the observer of FIG. 7. To compensate for such crosswind, theadvent of which was detected by local sensors, CCCL informs DGCL of thecrosswind data (speed and direction) and DGCL commands the Sk-WING toincrease the pitch of all Sk-Os in a direction away from the aircraft,which direction is shown by arrow 702A. Increasing pitch of the Sk-Oscauses the Sk-WING to present correspondingly flattened profiles athwartthe beam, shown in view 702 within which view 702 the Sk-Os are depictedas relatively separated for visual convenience. Because the crosswind issomewhat sustained, the Sk-WING with its flattened profiles re-forms tooptimize overlapping coverage as shown in view 703. As the crosswindrelaxes, CCCL so informs DGCL and the Sk-WING is commanded to increasepitch of its Sk-Os in a direction toward the aircraft, which directionis shown by arrow 704A. Gust rejection is completed when the crosswinddisappears, and the Sk-WING re-forms to its original shape as shown inview 705.

With further regard to FIG. 7, side view 706 shows a desired formationfor a four-drone Sk-WING. Redundant (overlapping) coverage is providedfor beam blockage with maximal overlap near the center of the formation.Top view 707 shows the same four-drone Sk-WING of side view 706 butshows the Sk-WING in top view. Clearance between Sk-Os is approximatelythree drone-spans.

With further regard to FIG. 7, side view 706 shows Sk-O ‘A’ as theSk-LEAD (closest to the subject aircraft), “B” is a follower Sk-Oforward of Sk-O ‘A’, and follower Sk-O ‘C’ lags both Sk-LEAD ‘A’ andfollower Sk-O ‘B’. Follower Sk-O ‘D’ lags Sk-LEAD ‘A’, follower Sk-O ‘B’and follower Sk-O ‘C’. Top view 707 shows the same four-drone Sk-WING ofside view 706, with Sk-LEAD ‘A’ closest to the aircraft, Sk-O ‘B’depicted slightly larger than Sk-LEAD ‘A’ to indicate that Sk-O ‘B’ islocated slightly above Sk-LEAD ‘A’, Sk-O ‘C’ depicted slightly smallerthan Sk-LEAD ‘A’ to indicate that Sk-O ‘C’ is slightly below Sk-LEAD‘A’, and Sk-O ‘D’ depicted as sized similarly to Sk-LEAD ‘A’ to indicatethat Sk-O ‘D’ is flying at approximately the same height (altitude) asSk-LEAD ‘A’. Gust rejection is accomplished by a four-drone Sk-WING in amanner similar to that described above for a three-drone Sk-WING;however, Sk-WINGs with increasingly larger numbers of Sk-Os (e.g. as inFIG. 8 below) must be governed by collision avoidance algorithms whichgenerally admit of increasing safe distances used for keeping the Sk-Osspaced widely enough apart.

FIG. 8 depicts various views of an exemplary formation for a Sk-WINGcomprising ten Sk-O drones. Circular area 800 is a side view of 2Dcross-sectional area representative of a 10-drone Sk-WING 804 withmaximal 2D cross-sectioning of each of the WING's Sk-Os. Thecross-sections are not to scale because a subset of the WING is locatedslightly further from the perspective's POV, but for simplicity areshown as being of equal size; actual cross-sections in the aft part ofthe WING are slightly smaller than are actual cross-sections locatedforward (toward an observer). Cross-section 803 is typical. Circulararea 800 indicates the desired outer extent of the maximumcross-sectional area which the Sk-WING should occupy. At any given timeduring a NUP Mode run, Sk-WING 801 might cover the full extent ofcircular area 800, however due to wind gusts, instrumental jitter,communication latencies, and other factors it is likely that Sk-WING 801will cover most but not all of circular cross-sectional area 800 andsuffer from gaps as shown. Gap 805 illustrates that beam blockingredundancy is higher nearer the center of the formation (as viewed fromthe perspective afforded). View 801 is a top view of a Sk-WING 804showing the tops of the Sw-Os as idealized 2D cross-sections. View 802shows beam 806 as it travels toward a deployed Sk-WING 807 (consistingof ten Sk-Os). Four of the ten Sk-Os are further shown as a subgroup 808in order to depict blocking coverage redundancy (overlap) with respectto the beam's direction. Conic section 809 is indicated by boundingdotted lines 810 and 811 and generally depicts both beam dispersion andthe extent of beam blocking by deployed Sw-WING 807.

The CCCL can for example derive and transmit a DITCH command whichoverrides all DFP-based navigational instructions being currentlyexecuted by all Sk-Os of a WING which DITCH command instantly causes theSk-Os to dive and fly in a direction generally opposite of that beingflown by the protected aircraft and return to base (“DITCH mission”).Alternatively, the DITCH command could switch the Sk-Os' motors off(“DITCH flight”). In some embodiments, a human administrator isstationed on the ground, near one or more subject runways, and via ahandheld remote defeat switch can cause one or more Sk-WINGs to ditchits flight plan and either return to base or simply turn away from adeemed potential collision. In such embodiments, a human administratorpreferably observes a single Sk-WING and via a joysticked controller mayditch or nudge the Sk-WING in any desired direction as long as theresulting flight would not violate any collision avoidance restrictionsperformed by LIDAR and would not violate any airfield area geofencing(for example, flying into areas outside of the AOPs) used in the method.Hand gesture control of individual drones is well known in the art ofcontrol systems and has recently been extended to collision-free controlof both autonomous and semi-autonomous drone swarms, including via useof a priori models which improve method performance over time via knowntechniques of machine learning. In some embodiments a conventionaljoystick is used with appropriate modifications for use over six degreesof freedom. In some embodiments a joystick is not used, and anequivalent or superior baseline functionality is achieved via use of aspecialized hand controller similar to that described in U.S. Pat. No.10,990,190 (Hand sensing controller). In some embodiments suchequivalent or superior baseline functionality is achieved via use of ahandheld flexible sensor utilizing methods similar to that described inU.S. Pat. No. 10,928,180 (Flexible deformation sensor). By way ofnonlimiting example in some embodiments a slow “pinching” gesture may beboth recognized and translated via known methods adaptable to thepresent invention so as to uniformly decrease the distance between allstationkept drones of a controlled semiautonomous swarm, subject todamping methods and restriction methods whereby a user-supplied minimumthreshold distance (required for collision avoidance) is maintained. Insuch embodiments the pinching gesture is subordinated to collisionavoidance measures which take precedence, such as geofenced restrictionsand any LIDAR-supplied indications of proximity to known airfieldstructures such as buildings, fences, towers, etc. Similarly, a “nudge”gesture (such as a fast, brief open-palm hand movement in auser-determined direction) may be recognized and translated so as tocause a stationkeeping swarm to move a user-determined distance (e.g.0.5 meters) in the direction of the nudge and successive nudge gesturesmay thereby be used to effect such motion with user-determinedgranularity. In some embodiments a rapidly raised single clenched firstcomprises a signal which commands a swarm to scrub its instant missionand return to base, and two rapidly raised clenched fists comprises asignal which commands a swarm to ditch its instant mission andeffectuate instant shut-off of the motor of each swarm drone. In someembodiments a human field controller can slam his or her hand into atouchpad to cause such ditch command(s) and also yell NO-NO-NO-NO intoan audio receiver for the purpose of redundancy. In some embodimentscolored gloves are used rather than naked hands. In some embodiments amultimodal control method is used which comprise a combination ofmethods known in the art of control systems, including but not limitedto hand gestures, speaking sounds into a microphone or other audioreceiver, touching a touchpad, and direct brain interface to the controlhardware, which multimodal control method exploits one or moreadvantages of each type of component control.

FIG. 9 is a drawing of two different typical aircraftapproach-to-landing flight paths analyzable by the system to determineif each approach path can be protected by a Sk-WING and/or a Sw-WING.Airfield areas 900 and 901 contain flight paths 906 and 916,respectively, which flight paths are flown by two different inboundaircraft whose approach-to-landings begin at locations 902 and 912,respectively. Prevailing wind directions 900A and 901A characterizeairfield areas 900 and 901, respectively. Flight path 903 courses as astraight line beginning at P-P-O location 902 through and includingmiddle location 904 and terminating at ending location 906. Flight path913 courses as a straight line beginning at P-P-O location 912 throughand including middle location 914 and terminating at ending location916. Flight sub-path 905 begins at P-P-O location 904 and terminates atending location 906, and is contained within flight path 903. Flightsub-path 915 begins at P-P-O location 914 and terminates at endinglocation 916, and is contained within flight path 913.

As further seen in FIG. 9, Sk-WING launch pad 900B within airfieldenvirons 900 is a ground-level flat launching surface preferablycomposed of any suitable durable nonmagnetic material and in preferredembodiments includes an adjacent shock absorbing surface (landing pad;not shown) for drone landings. Sk-WING launch pad 900B contains location907 as the beginning point of a Sk-WING flight path 908 that coursesthrough middle location 909 and terminates at ending location 911.Sk-WING launch pad 901B contains P-P-O location 917 as the beginningpoint of a Sk-WING flight path 918 that courses through middle location919 and terminates at ending location 921. Sk-WING flight sub-path 910begins at P-P-O location 909 and terminates at ending location 911, andis contained within flight path 908. Sk-WING flight sub-path 920 beginsat P-P-O location 919 and terminates at ending location 921, and iscontained within flight path 918.

CCCL calculates a line-of-sight shortest distance path which in FIG. 9is depicted as line segment 906 which segment begins at point 902 andends at point 903. Line segment 906 is termed the Vulnerability Segmentand represents a line traversing from the then-current location of thecockpit to and including the (calculated) TDP point.

CCCL calculates whether any available Sk-WINGs and/or Sw-WINGs can beusefully interposed itself at any point along the Vulnerability Segment(calculated line segment 906 in FIG. 9).

A subset segment of the Vulnerability Segment is calculated as theProtectable Segment which in FIG. 9 is shown as line segment 904 whichsegment begins at point 905 and ends at point 903. As part of TemplateDFP set construction, system administrators will have previouslydetermined a minimum threshold distance (termed the Threshold Value, asmeasured from the TDP point) below which system engagement is deemed notworth the risk in certain situations and the method is therefore notused. Threshold Values are hard-coded into the templates and can varysignificantly according to the individual runway in use, type ofaircraft being protected, and other variables including but not limitedto numerical values associated with weather conditions. By way ofexample, for a typical length runway upon which a Learjet 45 isattempting a 2,000 FT (short-field) landing, protecting only the final10% of a Vulnerability Segment might be deemed not worth the risk of aSk-WING launch although one or more less risky Sw-WINGs might be deemeduseful. The calculable objective is to cause the involved Sk-WING toblock the beam by flying along the Protectable Segment. Optimal flightis generally parallel to the aircraft's path although in some casesSk-WINGs may be directed to drift gradually toward the beam source.

If the Protectable Segment is greater than or equal to the ThresholdValue, CCCL calculates one or more Intercept Flight Plans (“IFPs”) andsends generated IFPs as commands to DGCL which IFPs the DGCL translatesinto a sequence of navigational commands for transmission to one or moreSk-Os. Each involved Sk-WING thereafter flies an Intercept Pattern (IP)which (unless required to be modified by in-route MFPs) terminates asthe final waypoint of the WING's current DFP.

FIGS. 10A and 10B represent bird's-eye views from above a singleairfield area which views occur at different times. As seen in FIG. 10A,beam source 1000 emits beam 1002 which is wielded in a generallyhorizontal, one-way single sweeping motion as depicted via five raysegments each originating at beam source 1000 and terminating at one offive small gray squares each of which squares represents a separate anddistinct location of Sk-WING 1008 as along its flight path and whilesubject to beam strike. The segment(s) of flightpath throughout which asubject aircraft is vulnerable to attack from a known beam location istermed the beam sweep profile and depends upon the beam source location,and current position, bearing, and rate of descent of the subjectaircraft as well as any obstacles which block the beam. As further seenin FIG. 10A, aircraft flight path 1004 is an approach-to-landing path ofan inbound aircraft which aircraft flight path is represented as a raysegment beginning at the aircraft (depicted as a small white circle) andterminating at its directional arrow. Sk-WING 1008 has a Sk-WING flightpath 1006 which Sk-WING flight path is represented by the dotted-lineray segment beginning at Sk-WING 1008 (shown as a small gray circle) andterminating at its directional arrow. Aircraft flight path 1004 andSk-WING flight path 1006 course parallel with respect to one another. Asseen in FIG. 10B, beam source 1001 emits a beam 1003 wielded in ahorizontal, one-way single sweeping motion (generally south-to-northathwart an eastern horizon). As further seen in FIG. 10B, aircraftflight path 1005 is represented as a ray segment beginning at theaircraft (depicted as a small white circle) and terminating at itsdirectional arrow. Sk-WING 1009 has a Sk-WING flight path 1007 whichSk-WING flight path is represented by the dotted-line ray segmentbeginning at the Sk-WING (shown as a small gray circle) and terminatingat its directional arrow. Sk-WING flight path 1007 courses generallynorth-by-northwest and generally diverges with respect to aircraftflight path 1005.

With further regard to FIG. 10A, Sk-WING 1008 is shown as thetermination point of beam 1002. Sk-WING 1008 is understood to bedepicted as being in five different locations which represent itsposition when viewed at five successive points in time. In FIG. 10B,Sk-WING 1009 is similarly depicted at five successive points in time.Due to the aerodynamic performance requirements of Sk-Os, the Sk-Ogeometry is less able to block a hostile beam at the first of the fivelocations depicted as positions of Sk-WING 1008 (the angle of incidenceof a beam emanating from beam source 1000 will result in less WINGsurface area exposable for blocking at the first location, which isfurthest from beam source 1000, than will the other locations whereatwith respect to the beam the WING presents a more perpendicularlydisposed blocking surface). For this reason, it is deemed that Sw-WINGsmay provide better coverage than Sk-WINGs during the early phase ofSk-WING interceptive flight, and that both types of WINGs are requiredfor optimal coverage.

FIGS. 11A and 11B represent bird's-eye views from above a singleairfield area. As seen in FIG. 11A, orientation indicator 1100 showsN-S-E-W directions. Aircraft flight path 1104 courses in a S-Ndirection. Prevailing wind 1102 is shown as a directional dashed arrowand bears upon Sk-WING 1112 in a generally SE direction. Sk-WING 1112comprises three Sk-O drones 1106, 1108, and 1110 and its leader drone isdesignated Sk-LEAD 1108 (Sk-O 1106 and Sk-O 1110 are “follower drones”).Although Sk-O 1106 and 1110 are follower drones, in FIG. 11A Sk-O 1106“leads” Sk-LEAD 1108 along the axis of travel in the same sense thatSk-O 1110 “lags” Sk-LEAD 1108 along the axis of travel. (It is to benoted that a follower drone may have either a positive offset value or anegative offset value with respect to its leader drone.) As seen in FIG.11B, orientation indicator 1101 shows N-S-E-W directions; aircraftflight path 1105 is identical to the aircraft flight path 1104 shown inFIG. 11A; prevailing wind 1103 bears upon Sk-WING 1113 in a generally SWdirection; Sk-WING 1113 comprises three Sk-O drones 1109, 1111, and 1113and its leader drone is designated as Sk-LEAD 1109 (Sk-O 1107 “leads”Sk-LEAD 1109 along the axis of travel and Sk-O 1111 “lags” Sk-LEAD 1109along the axis of travel).

FIG. 12 depicts several views of a Sw-WING swarm in two differentformations. View 1201 shows a side view of the Sw-WING as the swarmappears during a normal patrol. View 1202 is a top view of the sameSw-WING. View 1203 is a rear view of the same Sw-WING. Directional arrow1200 indicates direction of flight for the Sw-WING (with respect to theswarm as depicted in view 1201 and view 1202). The Sw-WING in a patrolformation as shown in views 1201-1203 is generally dispersed in arectangular grid pattern in order to present a wide target for purposesof beam sighting. For example, all Sk-Os in the Sk-WING may be equippedwith low-cost laser warning receivers. View 1204 is a top view of thesame Sw-WING but disposed in a generally conic formation. View 1205 is aside view of the same Sk-WING shown disposed in view 1204.

With further regard to FIG. 12, arcing arrow 1200A indicates that theSw-WING in a patrol formation as shown in views 1201-1203 undertakes anoptimized translation of swarm geometry which results in the generallyconic formation depicted in view 1204. Because it is unknown (prior to asighting) which direction a beam source may be located relative to theswarm's current patrol location, in preferred embodiments during normalpatrols the Sw-LEAD drone occupies a position nearest the center of theswarm and in the row further from the subject aircraft (and hence closerto the beam than the Sw-LEAD would immediately be were it situated inthe row closer to the aircraft). Following swarm translation, however,the Sw-LEAD occupies the position at the vertex (point) of the conicformation and as the swarm ceases horizontal flight and hovers theSw-WING thereby “points at” the beam source location. Precise verticaland horizontal orientation of the conic formation depends case-by-caseupon the location of the aircraft and location of the beam source, butonce the swarm begins station-keeping at the initial hover location itwill generally be required only to descend gradually (in concert withthe subject aircraft's descent) and gradually loiter in the aircraft'sdirection of landing (e.g. as shown by directional arrow 1200B) howeverif lateral movement of the beam source is detected the swarm may berequired to loiter e.g. in the opposite direction (shown by directionalarrow 1200C). Corresponding swarm hover directions for the Sw-WINGdepicted in view 1205 are shown by directional arrows 1200D and 1200E.Similar follow-the-leader flight commands are used as between swarmflight in normal patrol mode and swarm flight in hovering mode, howeverthe amount of clearance required by collision avoidance algorithms asbetween Sw-Os in the normal patrol formation is generally larger thanthe amount of clearance required as between Sw-Os in the stationary(hovering) formation used for optimal beam blocking. Methods forfollow-the-leader flight planning and navigation are known in the artand described generally in C. Rice, et al., “Autonomous Close FormationFlight Control with Fixed Wing and Quadrotor Test Beds”.

FIG. 13 depicts types of preferred swarming drones (Sw-Os). Fivedifferent geometries are shown. Geometry 1300 depicts a generallyconventional quadcopter drone. Geometry 1301 depicts an unconventionalquadcopter similar to an X4 (StarMAC II). Geometry 1302 depicts anunconventional bicopter capable of thrust, roll, pitch, and yaw fromonly two motors. Drone geometries 1303 and 1304 are especially usefulfor maintaining stability in higher winds. Geometry 1303 depicts a typeof unconventional quadcopter similar to a known design similar to an X4.Geometry 1304 depicts a coaxial hexacopter optimized for high-windenvironments. In preferred embodiments Sw-Os have a frame designgenerally similar to that of geometry 1304 (unconventional coaxialhexacopter configuration with three counterrotating bottom-sidepropellers equally offset from three topside propellers) with at leastan inner body portion of the drone fuselage (frame) adapted from anoloid shape which approaches a perfect sphere.

A good present candidate (with appropriate modifications) for a Sw-O isthe X4 (STARMAC II) or a Perdix. The Perdix drone for example is capableof a maximum speed of approximately 70 KAS which is considered suitablefor the Sw-O role.

FIG. 14 depicts a Sw-WING formation comprising a plurality of Sw-Odrones (three different views are shown). The Sw-O drones comprisingSw-WING 1400 are disposed in a roughly pyramidal cone formation with itsvertex intended to point outward (away from) a runway. View 1401 is afrontal view of the first four rows (only) of Sw-WING 1400, whichincludes one Sw-LEAD 1404 (1 row, 1 column); four secondary Sw-Os (2rows, 2 columns); nine tertiary Sw-Os (3 rows, 3 columns); sixteenquaternary Sw-Os (4 rows, 4 columns) for the 30-drone (partial) Sw-WING.Larger WINGs can be appropriate multiples required for any generallypyramidal shape given desired overlapping (redundant coverage), andsubject to spatial restrictions imposed by the AOPs locations of theparticular airfield area. The number of rows need not equal the numberof columns. View 1402 shows an oblique sidelong view of Sw-WING 1401.View 1403 is a side view (eleven columns) and based on symmetry couldalso represent a top or bottom view. Optimal swarm dimensions will varyby individual airfield areas but could span for example 48′ width, 16′height, and 32′ depth.

In some preferred embodiments a linear algorithm is used to optimizeswarm convergence upon a beam source. Collision avoidance clearancebetween Sw-Os is approximately five drone-spans.

With further regard to FIG. 14, the various views of Sw-O 1400 show thatSw-O forms a flying wedge which forms up and converges on the beamsource and optimally blocks the beam by occupying a hybridized conic(seen from view 1402) and trapezoidally prismatic (seen from view 1403)region such that with each successive row/column an increased number ofSw-Os are positioned along the beam path. How dense a swarm cone must befor optimal blocking of beams given the general dispersion (sparsity)required for collision avoidance depends on: prevailing wind speeds,number of drones comprising the Sw-WINGs, and various other factorsunique for each airfield area. The swarm can rapidly pounce to thedesired (optimal beam-blocking) hover location by flying not in a simplehorizontal translation en masse, but rather in a way such that Sw-Oslocated outermost from the beam source fly faster around the swarmcenter of mass and the Sw-Os re-form into a cone at the hover location.This optimized swarm “pouncing” is however subject to collisionavoidance algorithms which ensure safe movement of large swarms.

FIG. 15 depicts a bird's-eye view of an airfield area with an aircraft1500 on final approach and deemed to be protectable by use of an O-GROUPcomprised of one Sk-WING and a plurality of Sw-WINGs. With regard toFIG. 15, aloft airplane 1500 has a heading of 0° (North) on finalapproach path 1509 within AOPs-S 1504 over the airfield area. Forwardfrom the vantage point of aircraft 1500 are AOPs-F 1502 and runway 1505.AOPs-P 1503 and AOPs-S 1504 are located port and starboard,respectively, of aircraft 1500. Aprons 1506-1507 flank runway 1505.Intersection 1508 terminates runway 1505 and is used for aircrafttaxiing. Sk-WING flight path 1510 courses roughly parallel to that ofaircraft final approach path 1509. Ground locations 1511-1513 representthree different possible beam source locations from which laser beampaths 1517-1519 can emanate, respectively. All three beam sourcelocations are susceptible to WING operations undertakable exclusivelywithin AOPs-P. Airspaces 1514-1516 represent three different possiblepositions for a Sk-WING in SEP mode over the airfield area. Sw-WINGlaunch facilities 1520-1521 comprise two separate launch pads andequipment therefor. Sw-WING flight paths 1522-1523 are paths usable bytwo different Sw-WINGs (not shown) which Sw-WINGs are stationed atSw-WING launch facilities 1520 and 1521, respectively. Orientationindicator 1524 shows N-S-E-W directions.

With further regard to FIG. 15, human field controller 1525 is stationedwithin AOPs-P with a controller module (not shown) in order toco-control either Sw-WING operable within AOPs-P. In some embodimentshuman field controller 1525 also has the ability to cause an Sk-WING(not shown) to terminate a current mission mid-flight and cause suchSk-WING to return to base or, at said human controller's option, causesuch Sk-WING to shut-off all its Sk-Os' power.

In preferred embodiments, unless a specific airfield area layoutdictates otherwise every AOPs-F is usable by Sw-WINGs and by Sk-WINGs,every AOPs-S and every AOPs-P are usable both by Sw-WINGs and Sk-WINGs,and every AOPs-A is unusable by either type of WING except e.g. ifsystem administrators desire to re-position a WING between differentAOPs areas.

FIG. 16 depicts a Sk-WING and a Sw-WING deployed in near-earth airspaceabove a typical airfield area. Spatial region 1600 depicts a 2D-view ofa three-dimensional bounded region of airspace generally symmetric aboutits volumetric center-point and within which various elements operateabove a portion of an airfield area. Airspace 1601 is defined by theblock region displayed having corner points a-h as shown which map (viadotted rearward lines 1610-1612) directly onto a rectangular region 1605of ground area defined by points (a′, b′, e′, f′). Airspace 1601 isrepresentative of airspace located above a typical runway and aprons.Corners (e) and (g) are labeled parenthetically to indicatenon-visibility due to rearward positioning in the perspective viewprovided. Sw-WING 1602 and Sk-WING 1603 operate within airspace 1601.Trailing plane 1604 has a forward view of airspace 1601. Airspace 1601is contained within an AOPs-P in which Sw-WING 1602 is disposed towardthe left edge of airspace 1601 and Sk-WING 1603 is disposed at a higheraltitude and toward the rightmost outer edge of airspace 1601.

Communication between central control (system administrators and/orCCCL) and O-GROUPs active in airspace 1601 occurs as follows. CCCL usestwo separate communication channels, one between CCCL and Sk-WINGs (viaDGCL) and one between CCCL and Sw-WINGs. These communication channelsare used to transmit flight commands (via DGCL) to active WINGs, and foractive WINGs to transmit flight data either directly to CCCL or viaDGCL. Additionally, two special dedicated communication channels mayexist between CCCL and each WING as high-priority channels in case aDITCH signal needs to be transmitted, in case a skein or swarm shouldbegin to drift in an unsafe direction, violate geofencing restrictions,experience impending collision, or suffer from perceived mechanicalmalfunction. Such dedicated communication channels are direct (not viaDGCL) and high-priority in terms of all concurrent threading andscheduling undertaken with respect to other channel traffic andcomputing operations being carried out by any and all mission-engageddrones. Another channel may exist between the aircraft cockpit andeither or both WINGs however it is surmised that the only cockpitchannel in operation would be with the Sk-WING, either for launching orditching but probably only the latter. Whether or not a capability foraircraft pilots to cause a Sk-WING to DITCH is intentionally leftunreduced to practice pending field testing. All communication channelsrely for security upon device identification (“device ID”) and devicefingerprinting as further described below.

Geofencing may be implemented via a number of non-mutually exclusivemeans. Drone adherence to GPS waypoints while the invention is operativeis itself a form of geofencing, with COTS GPS components offering 30 cmaccuracy and use of a geofence-driven killswitch. Geofencing proper maybe implemented by hard coding the GPS boundaries of all restricted areasof a subject airfield, which is done in preferred embodiments.Geofencing can also be accomplished via use of wireless transmitters andreceivers, with a plurality of Wi-Fi transceivers strategicallydistributed about the airfield area in accordance with known methods. Inthis manner, authorized wireless access points indicate their wirelessaccess point identifiers for WINGs (or, in some embodiments, for WINGLEADs) which interrogate the wireless access points. Wireless accesspoint identifiers can include the Extended Service Set Identification(ESSID), Internet Protocol (IP) address, Media Access Control (MAC)address, and/or a device fingerprint of the wireless access point. Inone preferred embodiment, the wireless access points transmit theirwireless access point identifiers which identifiers are recognized byoperative WINGs. Device ID is used for communication security andenables methods by which geofencing is used for collision avoidance.

To meet expected safety requirements and to meet performancerequirements, all drones used in the inventive method utilize deviceidentification (“device ID”) and zone-restricting logic. The zonerestricting logic can determine whether an IDU is located within therestricted access zone, or outside the restricted access zone. Based onthe location of the IDU, the zone restricting logic can, for example,shut off the drone's motor and cause it to ditch. As another example,the zone restricting logic can, based on an IDU's GPS or waypointlocation, permit it to continue in flight.

Digital fingerprints are known and described e.g., in U.S. Pat. No.5,490,219. A digital fingerprint is herein a unique identifier of anonboard individual computing device of an individual drone unit (or“IDU”) that identifies unique individual components of hardware and/orsoftware and/or the system configuration of the drone's Engine ControlUnit (ECU). A digital fingerprint or “device fingerprint” (or “IDUfingerprint”) may comprise a bit string or bit array that includes or isderived from user-configurable and non-user-configurable data specificto the IDU. Non-user-configurable data includes data such as drone modelnumbers, serial numbers, and version numbers, drone date of manufacture,drone motor speed in rated RPMs, FAA drone aircraft class, hardwarecomponent model numbers, serial numbers, and version numbers, andhardware component parameters such as processor speed, voltage, current,signaling, and clock specifications. User-configurable data includesdata such as registry entries including but not limited to a User ID anda password. In an embodiment, a device fingerprint can include, forexample, drone manufacturer name, drone model name, drone ECU serialnumber, a User ID, and a strong User Password.

Generation of a drone's device fingerprint may include a combination ofoperations on the data specific to the drone being fingerprinted, whichmay include processing using a combination of: sampling, concatenating,appending (for example, with a nonce value or a random number),obfuscating, hashing, encryption, subjection to physically unclonablefunctions and/or subjection to randomization algorithms to achieve adesired degree of uniqueness. For example, the desired degree ofuniqueness may be set to 99.999999% or higher, to achieve a probabilityof less than 1 in 100,000,000 that any two IDUs will generate identicaldevice fingerprints. In addition, it is possible to periodicallygenerate new device fingerprints for use with the methods disclosed, forexample as device components degrade over time and thus may providedifferent values as input to digital fingerprint generation processesand corresponding device identification and authentication processes,the changed values may be utilized for periodic re-fingerprinting. It isverifiable that no two IDU fingerprints are identical as between anydrones used at a single airfield area, and as part of the procedure forentering Ready Mode all device IDs are verified and remain constant(until and unless recalculated during Maintenance Mode) and unique.

To determine the location of an IDU, the zone restricting logic canutilize information contained in the zone data. The zone data caninclude authorized wireless access points identifiers, and apredetermined threshold of authorized wireless access points identified.Optionally the zone data can also include a predetermined signalstrength threshold.

In one embodiment, the application logic of the CCCL is executablesoftware stored within the memory thereof. The CCCL functions as an OODA(Observe, Orient, Decide, Act) loop decision engine informed by allflight data transmitted from drone instruments described in FIG. 6 whilea WING is flying a selected template-based flight plan. The CCCLdecision engine algorithms coded therein are limited by precedentialalgorithms for collision avoidance which are based on zone data and zonerestricting logic stored in the CCCL's addressable memory. Various IDUfunctional capabilities may be locked or unlocked based on the locationof the IDU. Such features are termed restricted capabilities. Forexample, the restricted capabilities may include restricting the IDUfrom entering airspace located anywhere beyond the borders of airspace1601 The IDU will operate normally within an AOPs, whereas if IDU islocated outside the restricted access zone, the IDU will be subject toreal-time course correction commands including but not limited to acommand to ditch its mission or ditch its flight.

The IDU can also include a zone restricting logic and a zone data. Thezone restricting logic can determine whether the IDU is located within arestricted access zone, or is located outside of a restricted accesszone. Based on the location of IDU, its and/or the CCCL's zonerestricting logic can enable the zone mode of IDU, thereby enforcingthose restricted features of the IDU.

FIG. 17 is a SIPOC diagram of a preferred method for operating aSk-WING. Processes set 1700 describes core processes for operating aSk-WING. Process 1701 provides that CCCL can verify that the Sk-WING ismaintaining its template-based time-controlled flight path and CCCL canderive flight commands required to position the Sk-WING back on coursegiven its template. Process 1701 provides that CCCL maintains a Sk-WINGtime-controlled flight path by deriving flight instructions fortransmission to DGCL, the instructions being derived using one or moreof: GPS data (or similar data from any type of usable positioningsystem) characterizing the aircraft, the beam source location, and theSk-WING; binary flags (e.g. Sk-LEAD is “ON COURSE” or “OFF COURSE” withrespect to the Sk-WING's DFP; or, COLLISION WARNING is “ON” versus“OFF”); and numerical values for navigational variables such as aircraftAG altitude, aircraft bearing, aircraft rate of descent, aircraftattitude, Sk-O AG altitude, Sk-O bearing, Sk-O rate of descent, Sk-Oattitude, prevailing wind speed, prevailing wind direction, desired Sk-Oairspeed, desired Sk-O attitude, desired Sk-O bearing, desired Sk-Omotor temperature, desired Sk-O motor RPMs, desired Sk-O attitude offlight, last Sk-WING waypoint traversed, next Sk-WING waypoint to betraversed, and successive Sk-WING waypoints to be traversed. Real-timevalues for Sk-O airspeed, Sk-O bearing, Sk-O rate of descent, Sk-Oattitude, Sk-O motor temperature, and Sk-O motor RPMs, are reported toCCCL by the WING (either directly or via DGCL) while operatingenvironment variables such as ambient atmospheric temperature, pressure,and humidity are reported to CCCL via local sensors.

With further regard to FIG. 17, Process 1702 provides that a conversionmodule (which can be physically located within the CCCL) will convertbeam detection data to GPS coordinates, and/or to other usefulcoordinates relative to a point of reference e.g. relative to PLOT POINTZERO. Predicted numerical values for detected crosswinds' impendingimpact timings, directions, durations, and magnitudes are also reportedto DGCL by CCCL as part of process 1702. Input data for process 1702 iscontained in the CCCL's instructions to DGCL. Process 1703 provides thata Sk-WING will remain on its DFP unless otherwise directed by DGCL whichcan provide positional data (in the form of template-based waypoints)and command instructions (to fly to and/or through such waypoints) toall Sk-Os in a WING (the Sk-WING may adopt and fly a MFP). Process 1704provides that an input of beam detection may trigger launch of a Sk-WINGby a system administrator. Process 1705 provides that an Sk-O or asystem administrator may terminate the Sk-WING's mission by causing aRETURN TO BASE command or a RETURN TO PATROL command to be executed by aSk-WING for example to avoid time-of-flight restrictions or due to aperceived mechanical malfunction. Alternatively, a Sk-WING may bedirected by a system administrator to fly a new patrol rather than itsprevious patrol. Process 1706 provides that an Sk-WING or a systemadministrator may terminate the Sk-WING's flight by causing each Sk-O toexecute a DITCH command for example to avoid an impending collision, toavoid violating geofencing-restricted airspace, to avoid time-of-flightrestrictions, or due to a mechanical malfunction.

FIG. 18 is a SIPOC diagram of a preferred method for operating aSw-WING. Processes set 1800 describes core processes for operating aSw-WING. Process 1801 provides that CCCL can verify that the Sw-WING ismaintaining its event-controlled flight path and CCCL can derive flightcommands required to position the Sw-WING on a different course givenoccurrence of one or more events (typically, lateral movement of a beamsource). Process 1801 provides that CCCL maintains a Sw-WINGtime-controlled flight path by deriving flight instructions fortransmission to DGCL, the instructions being derived using one or moreof: GPS data (or similar data from any type of usable positioningsystem) characterizing the aircraft, the beam source location, and theSw-WING; binary flags (e.g. Sw-LEAD is “ON COURSE” or “OFF COURSE” withrespect to the Sw-WING's optimal hovering station; or, COLLISION WARNINGis “ON” versus “OFF”); and numerical values for navigational variablessuch as aircraft AG altitude, aircraft bearing, aircraft rate ofdescent, aircraft attitude, Sw-O AG altitude, Sw-O bearing, Sw-O rate ofdescent, Sw-O attitude, prevailing wind speed, prevailing winddirection, desired Sw-O airspeed, desired Sw-O attitude, desired Sw-Obearing, desired Sw-O motor temperature, desired Sw-O motor RPMs, lastSw-WING waypoint traversed, next Sw-WING waypoint to be traversed, andsuccessive Sw-WING waypoints to be traversed. Real-time values for Sw-Oairspeed, Sw-O bearing, Sw-O rate of descent, Sw-O attitude, Sw-O motortemperature, and Sw-O motor RPMs, are reported to CCCL by the WING(either directly or via DGCL) while operating environment variables suchas ambient atmospheric temperature, pressure, and humidity are reportedto CCCL via local system sensors.

With further regard to FIG. 18, process 1801 generally provides thatfollowing report of a beam a Sw-LEAD is directed to place its Sw-WINGinto a determined location and desired swarm configuration. This isinitially accomplished simply by directing the Sw-WING to fly based onthe appropriately selected template. The selected template supplies thewaypoints required for the Sw-WING to fly the calculated interceptcourse until and unless the Sw-WING must be directed otherwise based onsensor inputs provided to and analyzed by CCCL. The CCCL receivesvarious system inputs including prevailing wind speed and direction, GPSdata, event-controlled flight path jitter, time signals. This data isthen fused as parameters which are translated into navigational commandsbased on adherence to a template and the aircraft's variance (if any)therefrom. E.g.: Sw-WING maintain present altitude and current speed oncontinued bearing of 240° for 50.00 meters, slow to hover, then loiterin predesignated position with GPS coordinates of (40.748440,−75.984559) and flock in the predesignated swarm formation depicted inFIG. 14. In preferred embodiments, as with respect to shared control ofSw-WINGs a human administrator is stationed on the ground, near one ormore subject runways, and via a handheld remote defeat switch can causeone or more Sw-WINGs to ditch its current flight plan and either returnto base or dive away from an observed potential collision. In suchembodiments, a human administrator preferably observes and co-controlsonly one Sw-WING at a time, using one handheld controller. Multipleactive Sw-WINGs are preferably so overseen by equally many humanadministrators.

With further regard to FIG. 18, Process 1802 provides that a conversionmodule (which can be physically located within the CCCL) will convertbeam detection data to GPS coordinates, and/or to other usefulcoordinates relative to a point of reference e.g. relative to adesignated patrol waypoint. Such coordinates are used to direct theSw-WING to attain and maintain an optimal hovering station for beamblocking. Station-keeping (gust rejection) is performed independently bythe Sw-WING. Input data for process 1802 is contained in the CCCL'sinstructions to DGCL. Process 1803 provides that a Sw-WING will remainat its hovering station unless otherwise directed by DGCL which canprovide positional data (in the form of template-based waypoints) andcommand instructions (to fly to such waypoints) to all Sw-Os in a WING(the Sw-WING may drift through successive hover stations to counterlateral movement of a beam source). Process 1804 provides that an inputof beam detection may trigger launch of a Sw-WING by a systemadministrator. Process 1805 provides that an Sw-O or a systemadministrator may terminate the Sw-WING's mission by causing a RETURN TOBASE command or a RETURN TO PATROL command to be executed by a Sw-WINGfor example to avoid time-of-flight restrictions or due to a perceivedmechanical malfunction. Alternatively, a Sw-WING may be directed by asystem administrator to fly a new patrol rather than its previouspatrol. Process 1806 provides that an Sw-WING or a system administratormay terminate the Sw-WING's flight by causing each Sw-O to execute aDITCH command for example to avoid an impending collision, to avoidviolating geofencing-restricted airspace, to avoid time-of-flightrestrictions, or due to a mechanical malfunction.

FIG. 19 is a diagram showing a bird's-eye view, from above a typicalairfield area and its control facilities, including local Areas ofOperations (“AOPs”). FIG. 19 is intended to be representative of anairfield's general operations area; salient features are considered asrepresenting any typical runway facility e.g. at an airport, airbase,airfield, or airstrip. Methods described herein, however, can be adaptedfor other types of landing areas including but not limited to helipadsand similar landing zones. Airfield area 1900 includes administrationbuilding 1901 and associated curtilage area 1902; system controlfacility 1903 within which is housed CCCL 1909; runway 1904; aprons 1906and 1907; and four local Areas of Operation used by the invention: 1910(AOPs-P, “P” indicating “Port”); 1911 (AOPs-A, “A” indicating “Aft”);1912 (AOPs-S, “S” indicating “Starboard”); and 1913 (AOPs-F, “F”indicating “Forward”). These AOPs designations are based on direction oflanding (here, eastward as indicated by directional arrow 1914). In someembodiments AOPs designating is configurable in that AOPs may beconveniently renamed, i.e., AOPs-A is renamed to AOPs-F (and vice-versa)and AOPs-P is renamed to AOPs-S (and vice-versa) for example ifprevailing wind direction shifts 180° and an aircraft is directed to adifferent runway.

Control facility 1903 contains various electronic devices used by theCCCL and is typically situated near enough to runways to enable radiocommunication of a desired strength as between the control facility andactive WINGs, given particular distribution of patrol patterns andtemplate-based DFPs for individual airfield areas. CCCL 1909 compriseselectronic equipment similar to that described e.g. in Levien, BaseStation Multi-Vehicle Coordination (U.S. Pat. No. 9,540,102); however,Levien discloses only a very generic base station and claims circuitrywhich requires that a UFV (unoccupied flying vehicle) autonomouslydetermines an inability to accomplish one or more portions of a mission.Levien fails to teach or suggest a method for blocking a hostile laserbeam.

As seen in FIG. 19, the direction (bearing) of the depicted aircraft'sapproach and landing are the same i.e. there are no turns in theaircraft's approach, it is simply a straight-ahead approach and landingunlike the left-hand/right-hand traffic patterned approach and landingpaths depicted in FIG. 24. As also seen in FIG. 19, the direction oftravel for the Sk-WING is depicted as being parallel to the direction oftravel for the approaching/landing aircraft.

FIG. 20 depicts a control-tower view of a typical airfield area runwaysimilar to that shown in FIG. 19. FIG. 20 is similarly adapted from aCOTS illustration. As seen in FIG. 20, 2001 is an entry leg of a typicaltraffic pattern. 2002 is the corresponding downwind leg. 2003 is thebase leg. 2004 is the final approach leg. 2005 is the runway. 2006 is anarrow showing prevailing wind direction (generally westward). 2007 is adirectional tetrahedron. 2008 shows four drone catapults used forlaunching skeining drones. 2009 is a launch pad for swarming drones.2010 shows an aircraft flying on the downwind leg of the trafficpattern. 2011 is a N-S-E-W directional indicator.

FIG. 21 is a cockpit view depicting what a pilot may sense when theinvention operates in an example context. View 2100 depicts apilot's-eye view of various features found in a typical inflightaircraft cockpit and of terrain features in or near an airfield areawhich cockpit and terrain features are visible to a pilot (not shown)who views such features through windshield section 2101. Also shown inFIG. 21 are a portion of windshield section 2102, instrument panel 2103,windshield wiper 2104, and handgrip 2105. Within the pilot's field ofvision through windshield section 2101 is runway 2106, beam illumination2107 emanating from a ground-level beam source (although only drab spot2108 and possibly 2109 residual glare are visible by the pilot), Sw-WING2111, and tarmac 2110 from which tarmac 2110 Sw-WING 2111 may bepreferably launched and adjacent to which Sw-WING 2111 may be landed ona specialized shock-absorbing pad. Drab spot 2108 is drab to indicatehow the pilot sees a Sk-WING. Residual glare 2109 about drab spot 2108may or may not be seen by the pilot. A second beam illumination 2112(visible by the pilot) is depicted in the upper right part of thewindshield.

With further reference to FIG. 21, in preferred embodiments the pilotcan call out a signal to System Control Facility administrativepersonnel (not shown) which signal informs the personnel andsimultaneously informs the CCCL (not shown) of a general location for asuspected hostile beam. By way of example and not limitation, the pilotin FIG. 21 calls out “LASER-LASER, NINE-O'CLOCK” or e.g. “LASER-LASER,PORT SIDE”. Pilot callouts are instantly transmitted via audio signal toControl Facility personnel and also signal the CCCL. In preferredembodiments, the system can recognize a variety of similar call-outs(e.g. “LASER, PORT SIDE, NINE-O'CLOCK”, LASER-LASER LEFT SIDE”) asfunctionally identical and react appropriately including via use ofdatabase techniques such as use of a thesaurus and SQL SOUNDEX (orsimilar) functionality. This type of very general call-out is intendedto be compliant with FAA regulations that pilot distractions be kept toa minimum particularly during a landing phase and that pilots must notbe given additional tasks without good reason. It is also in keepingwith advisory guidance that pilots do not attempt to precisely discern abeam source's location. In this respect the invention partially mimicscurrent methods which include pilot reporting of hostile beams via useof smartphones. In some embodiments a pilot can simply call out“LASER-LASER” and the system will take an appropriate action(s) based inpart upon previously determined likely threat patterns.

With further reference to FIG. 21, following pilot call-out the systemSEP Mode is activated either manually by CF personnel or in someembodiments automatically triggered as described above. With the systemSEP Mode activated, Sw-WING 2111 launches from tarmac 2110 and beginsflying in a controlled formation based on a calculated IFP as describedabove with respect to FIG. 9. If and as more precise data regarding thebeam source location is provided by system sensors, the IFP iscorrespondingly modified in real time by the CCCL. For example, as aSw-WING approaches a beam source location and adopts a loiteringposition it can reduce its size in order to increase its coveragedensity. In the event more precise data regarding beam source locationis not provided to CCCL, or cannot be provided in time for CCCL tocalculate and transmit command instructions to DGCL, or if CCCLdetermines that transmitted instructions cannot be executed in time fora WING to respond as desired, no MFP is transmitted and in FIG. 21 aSw-WING of default sparsity is deployed. In many cases defaultconfigurations of swarms will be useful without modification.

With further reference to FIG. 21, second beam illumination 2112 depictswhat causes a pilot to call out e.g. “LASER, TWO O-CLOCK RIGHT, HIGH” inresponse to a particular additional beam sighting. In preferredembodiments, “middle” is a default range i.e. “LOW” or “HIGH” need becalled out specifically else “MIDDLE” will be assumed. “MIDDLE” may becalled out specifically but need not be.

For example, a pilot calls out simply “LASER, LEFT, LOW” and the Sw-WINGlaunches. Thereafter, once Sw-WING assumes a near-beam loiter position,in preferred embodiments the Sw-LEAD carries instruments capable ofrecognizing a photogrammetrically produced mosaic map which enables theswarm to achieve and remain in a desired position. If the pilot hadinstead called out “LASER, EIGHT-O'CLOCK, LOW” it would indicate a beamsighting more from the port side of the aircraft than from ahead of theaircraft compared to the previous example. In this case, an alreadyescorting Sk-WING launches (or if already loitering, adjusts its flightpath) via CCCL commands as described above because a useful ProtectedSegment was calculated by CCCL. This occurs in addition to a Sw-WINGlaunch. In a preferred embodiment, a pilot can simply gesture (via armmotion) toward a beam location (or simply shields his eyes) whilecalling out “LASER” and sensors located within the cockpit area e.g. ona flight suit attempt to infer a hostile beam source location at a levelof generality similar to that described above for pilot call-outs.

Some of the methods disclosed herein represent not only a potentialpiloting distraction but also a physical navigational hazard. Pilotsmust not be unnecessarily burdened or distracted, especially during theapproach and landing phases of flight, and FAA guidelines mandate thatthere be no changes in pilot behavior required, especially during thelanding phase, insofar as possible whenever any new technology isintroduced to flight operations. In order to keep pilot burden anddistraction to a minimum, some preferred embodiments enable systemoperation only by authorized ground personnel who are on station. Insome embodiments no control over the system is given to cockpitpersonnel. In other embodiments pilots may issue DITCH commands.

FIG. 22 is a bird's-eye view from above a typical runway, which runwayis similar to that shown in FIG. 19, depicting an O-GROUP comprising oneSk-WING and one Sw-WING. FIG. 22 shows a runway, an administrationbuilding, another building which is the Control Facility for the CCCL,and four Areas of Operation (AOPs) designated -A, -F, -P, and -S,respectively (Aft, Forward, Port, and Starboard). The approach directionfor landing aircraft is shown such that landing aircraft travel fromAOPs-A forward toward AOPS-F. In this configuration, AOPs-A extendsbackward at 45-degree angular abutment with AOPs-P and AOPs-S; also,AOPs-F represents a custom-shaped region abutting areas AOPs-P andAOPs-S; however, other configurations are possible and it is intendedthat the invention allow for deployments based upon unique layouts ofdifferent airfields.

With further reference to FIG. 22, airfield area 2200 includesadministration building 2201 and associated curtilage 2202; systemcontrol facility 2203 within which is housed CCCL 2209; runway 2204;aprons 2206 and 2207; and four Areas of Operation “AOPs”) used by theinvention: 2210 (AOPs-P); 2211 (AOPs-A); 2212 (AOPs-S); and 2213(AOPs-F). Prevailing wind direction (eastward) is indicated bydirectional arrow 2214 with respect to directional reference 2215. Alsodepicted are Sk-WING 2216 and Sw-WING 2217. Sw-WING 2217 is shaped inthe form of a cone whose vertex is pointed away from runway 2204 asindicated by vertex indicator 2218.

In FIG. 22, Sk-WING 2216 and Sw-WING 2217 are aloft and deployed inNormal Patrol Mode. Sk-WING 2216 is flying a patrol pattern and Sw-WING2217 is loitering on patrol. Sw-WING 2217 is disposed generally in theform of a trapezoidal prism. It is to be noted that very complex, highlyspecific patrol patterns may be utilized and that “loitering” maydesignate a non-specific, though flight-controlled, mission componentwhich unless otherwise indicated is considered as a type of patrol. FIG.22 also shows, via directional arrow 2214, prevailing wind direction(coincidentally, aircraft's landing) direction, as well as Sk-WING2216's direction of flight.

Adjusting of intercept flight plans can be visualized as an analogue ofa Boomerang III® system technique for locating the source ofconventional arms fire trained against Boomerang-fitted military vehicle(similar to a ShotSpotter® system). The way the invention determines thelocation of a laser-beam source “visually” is conceptually similar tohow a Boomerang system determines a source of conventional fireacoustically (a firearm discharge is located via a specializedtriangulation or trilateration method implemented in an apparatus withinthe locating system; the sound trained upon is the report of thetarget's ordnance; and the information is used to train counterfire uponthe target's estimated position). In one embodiment of the invention,initial determination of a target's position is made solely by a CCCLbased solely on sensor data, and the position estimate to-be-transmittedto a WING is thereafter augmented with a determination of beam sourcelocation as made by one or more drones using an onboard photogrammetricmap against which an illuminating laser position is observed (typicallyby a lead drone) to contrast, though other drones may also use anonboard map and report locations of beam sources.

FIG. 23 depicts a control-tower view of a typical airfield area runwaywhich view and runway differ from that depicted in FIG. 22. FIG. 23 isadapted from a COTS illustration. As seen in FIG. 23, 2301 is the entryleg of a traffic pattern. 2302 is the downwind leg. 2303 is the baseleg. 2304 is the final approach leg. Runway 2305 courses generally eastto west. 2306 is an arrow showing wind direction (generally westward).2307 is a directional tetrahedron. A set of four drone catapults 2308 isused for launching skeining drones. 2309 is a launch pad for swarmingdrones. 2310 is a Sk-WING comprising three skeining drones. 2311 is aSw-WING comprising a plurality of swarming drones. 2312 is a N-S-E-Wdirectional indicator.

The runway catapult for skeins can be swiveled/aimable like an RQ-7catapult, but more powerful.

FIG. 24 is a depiction of two airfield traffic patterns and respectiveabstractive diagrams thereof and is adapted from a COTS illustration.Orientation indicator 2400 shows N-S-E-W directional layout for each oftwo airfield traffic patterns, left-hand (L-H) traffic pattern 2401 andright-hand (R-H) traffic pattern 2402. Within each traffic pattern 2401and 2402 are seven identification points ‘A’-‘G’. Point ‘A’ marks thebeginning of an Entry Leg for a traffic pattern and may represent acalculated waypoint as described above with regard to FIG. 10. Point ‘B’designates a region wherein an Entry Leg transitions to a Downward Leg.Point ‘C’ designates a Downward Leg. Point ‘D’ designates a regionwherein a Downward Leg transitions to a Base Leg. Point ‘E’ designates aBase Leg. Point ‘F’ designates a region wherein a Base Leg transitionsto Final Approach Leg. Point ‘G’ designates a Final Approach Leg whichterminates near the beginning section of a runway.

Diagram 2403 represents a geometric abstraction of L-H traffic pattern2401. Odd-numbered 180° arcs 2405-2415 each represent a horizontalfield-of-view arc indicative of a pilot's visual sweep capability (portto/from starboard) during each respective leg of L-H traffic pattern2401, and, correspondingly, the range of directions from which a hostilelaser beam could menacingly strike the cockpit of an aircraft while theaircraft is flying the traffic pattern. Arcs 2405-2415 are twodimensional only, vertical dimensionality being ignored because a laserbeam would be expected to emanate only from below an aircraft and neverfrom a level at or above the aircraft. Similarly, diagram 2404represents a geometric abstraction of R-H traffic pattern 2402.Even-numbered 180° arcs 2406-2416 each represent a horizontalfield-of-view are indicative of a pilot's visual sweep capability (portto/from starboard) during each respective leg of R-H traffic pattern2402, and, correspondingly, the range of directions from which a hostilelaser beam could menacingly strike the cockpit of an aircraft while theaircraft is inside the traffic pattern.

Left Pattern: Right Pattern: A. 135°-315° A. 45°-225° B. 135°-315° B.45°-225° C. 180°-0°  C.  0°-180° D. 135°-315° D. 45°-225° E.  90°-270°E. 90°-270° F.  45°-225° F. 135°-315°  G.  0°-180° G. 180°-0°  

FIG. 25 is a partial view of the L-H traffic pattern area of FIG. 24with additional elements described and is adapted from a COTSillustration. Legs ‘A’-′G′ (2501-2507) terminate at runway 2508, whichrunway 2508 terminates at area 2509. Orientation indicator 2510 showsthe N-S-E-W directional layout of the traffic pattern area.

Six different Sw-WINGs 2511-2516 are shown as being deployed about thetraffic pattern area depicted in FIG. 25. Each Sw-WING is either readyto launch from a ground-based launch pad, or is aloft. If aloft, theSw-WING is either hovering in place (station keeping) or else flying ina loiter mode associated with its designated patrol pattern. For eachSw-WING 2511-2516, a designated patrol pattern is depicted as solid linesegments extending from each of two directional sides (either N and S,or E and W) of each Sw-WING. In some cases, Sw-WING patrol patternsoverlap in order to provide redundant coverage at the seams. The seamareas are shown as disposed about several anti-collision zones 2517-2521which zones 2517-2521 are geofenced regions avoided by each of the twoSw-WINGs whose patrol patterns approach them. Different Sw-WING flightplans protect the aircraft during different stages of each of fourseparate stages of landing. Sw-WING 2511 protects the aircraft throughthe entry leg and the first half of the downwind leg. Sw-WING 2512protects the aircraft for the second half of the downwind leg andturning through to the base leg. Sw-WING 2513 protects the aircraftthrough the first half of the base leg. Sw-WING 2514 protects theaircraft through the second half of the base leg and turning through tothe final leg. Sw-WING 2515 protects the aircraft through the first halfof the final leg. Sw-WING 2516 protects the aircraft through the secondhalf of the final leg.

The overall WINGs choreography is driven by the Plot Point Zero (P-P-0)calculations.

 1 (aircraft is entry-legged; Sw-W4, because Sw-W3 needs to patrol alongbase leg)  2 (Sw-W1 patrols alongside, Sw-W2 hovers in station-keep modeahead of downwind  aircraft)  3 (Sw-W2, hands off to Sw-W3, Sw-4hovering in station-keep dead ahead of base-  legged aircraft)  4 (Sw-4patrols alongside final-approached aircraft) (pseudocode for CCCLlistening) CCCL_Listen_A( ) for report of suspected beam; ON report ofsuspected beam:  CCCL_Listen_B( ) for report of suspected beam sourcelocation; ON report of suspected beam source location:  { inform DGCL; } CALL(Sk-WINGs_Determination);  CALL(Sw-WINGs_Determination);CCCL_Listen_C( ) for data continuously reported from Subject_Aircraft;(pseudocode for CCCL active/engaged ) listen for data fromSubject_Aircraft; receive data from Subject_Aircraft; calculate PLOTPOINT ZERO ( declare PP-0_Location = beginning of entry leg); based onaltitude, airspeed, etc. of Subject_Aircraft at PP-0,  { determinewhether each Sk-WING can protect which segment(s), and when }  {determine whether each Sw-WING can protect which segment(s), and when }{ launch whichever Sk-WING will protect Subject_Aircraft along the firstprotectible segment } repeat for other Sk-WINGs, if any { launchwhichever Sw-WING will protect Subject_Aircraft along the firstprotectible segment } repeat for other Sw-WING(s), if any (pseudocodefor left pattern template, based on FIG. 25) ON reportage of lazingevent:  BEGIN Sk-WINGs Determination;  Database_Lookup(Aircraft_Params); CALCULATE if Sk-WING beam interdiction possible given (Beam_Locale, Aircraft_Params);  IF interdiction by one or more Sk-WINGs is possible: CCCL_Listen_D( ) determines whether interdiction by Sk-WING(s) isrequested;  IF interdiction by one or more Sk-WINGs is possible ANDrequested: {determine which Sk-WING to set first for interdiction,designate as Sk- WING_1; }  IF Sk-WING_1(patrolling) THEN CALCULATESk-WING_1_Intercept_Course; EXECUTE(Sk-WING_1_Plummet);EXECUTE(Sk-WING_1_Intercept);  ELSE IF Sk-WING_1(grounded) THENCALCULATE Sk- WING_1_Intercept_Course; EXECUTE(Sk-WING_1_Launch( );EXECUTE(Sk-WING_1_Intercept);  REPEAT determination for (if) otherSk-WINGs, designate as Sk-WING_2, Sk-  WING_3, etc.  BEGIN Sw-WINGsDetermination;  Database_Lookup(Aircraft_Params);  CALCULATE if Sw-WINGbeam interdiction possible given (Beam_Locale,  Aircraft_Params);  IFinterdiction by one or more Sw-WINGs is possible:  CCCL_Listen_E( )determines whether interdiction by Sw-WING(s) is countermanded;  IFinterdiction by one or more Sw-WINGs is possible AND NOT countermanded:{determine which Sw-WING to set first for interdiction, designate as Sk-WING_1; }  IF Sw-WING_1(patrolling) THEN calculateSw-WING_1_Intercept_Course; EXECUTE(Sw-WING_1_Intercept); ELSE IFSw-WING_1(grounded) THEN calculate Sw-WING_1_Intercept_Course;EXECUTE(Sw-WING_1_Launch); EXECUTE(Sw-WING_1_Intercept); CALCULATE(Sw-WING_1_Loiter_Position_Flight_Plan);EXECUTE(Sw-WING_1_Loiter_Position_Flight_Plan);  REPEAT determinationfor all other Sw-WINGs, designate as Sw-WING_2, Sw-  WING_3, etc. Anexample sequence: (a) Launch Sk-WING_1. Sk-WING_1 flies a heading duewest (270°) for 23.0 seconds and on same heading climbs to 330 feet AGL.On attaining desired altitude Sk-WING_1 dives on a heading of 90° andlevels off at altitude 200 feet AGL at a speed of 150 mph to flyalongside subject aircraft. (b) Launch Sw-WING_1. Sw-WING_1 flies aheading due north (0°) for 8.0 seconds and on same heading climbs toaltitude 29.0 feet AGL. On attaining desired altitude Sw- WING_1 holdsstation for 7 seconds, then drifts on a heading of 90° at a speed of12.0 mph until subject aircraft lands.

FIG. 26 depicts a typical initial flight path of a rapidly deployedcatapult-launched Sk-WING. Within airspace 2800, Sk-WING launchcatapults 2801 are located near Sw-WING launch pad 2802. An Sk-WING (notshown) launched from launch catapults 2801 attains an initial climb 2803and continues climbing to apex location 2804 whence the Sk-WINGinitiates a controlled dive 2805 in order to achieve a CCCL-designatedspeed and bearing commensurate with intercept path 2806.

Integration with existing systems. Although the invention is capable ofachieving its stated purpose, particularly with regard to subjectaircraft protectable following an unprotected strike on an initialaircraft, and is designed to facilitate compliance with certainapplicable current FAA rules and/or FAA guidelines, it is surmised thatextensive testing will be required as a prerequisite to obtainingregulatory approval. For this reason, certain features of the invention(e.g., whether the pilot of a subject aircraft can terminate a WINGmission) are herein purposely left unreduced to practice.

It should be appreciated that, while the particular context for whichthe invention is implemented in this illustrative example is civilianairfields and airports, the dual-drone system as deployed in the mannerdescribed herein can be used in numerous other contexts. For example, ahelipad might want to provide protection against handheld laser attacksversus helicopter pilots.

The above description is illustrative only and is not limiting. Thepresent invention is defined solely by the claims which follow and theirfull range of equivalents. It is intended that the following appendedclaims be interpreted as including all such alterations, modifications,permutations, and substitute equivalents as fall within the true spiritand scope of the present invention.

What is claimed is:
 1. A method for protecting an inflight aircraftagainst one or more sensed laser beam attacks throughout the aircraft'sapproach-to-landing and takeoff/climbout phases of flight selectively:by means of interposing a plurality of drones as a flight-controlledskein in between a discerned beam source location and the aircraftcockpit thereby optimally blocking a calculated first region athwart thebeam source location, or by means of interposing a plurality of dronesas a flight-controlled swarm in between a discerned beam source locationand the aircraft cockpit thereby optimally saturating a calculatedsecond region athwart the discerned beam source location, or by means ofinterposing two different types of drone formations in between adiscerned beam source location and the aircraft cockpit windshield: afirst plurality of drones interposing as a flight-controlled skein inbetween a discerned beam source location and the aircraft cockpitthereby optimally saturating a first calculated region athwart thediscerned beam source and a second plurality of drones interposing as aflight-controlled swarm in between the discerned beam source locationand the cockpit thereby optimally saturating a second calculated regionathwart the discerned beam source, wherein: a source location of thereported beam is calculated from fused data as the designated target; adatabased skeining template is selected based on runway direction,aircraft heading, aircraft type, weather conditions, time-of-dayconditions, conditions, and the beam location; a beam sweep profile iscalculated under a revisable assumption that the beam source locationremains constant; a cockpit flightpath based upon the aircraft flightpath and cockpit location is calculated from fused sensor data includingdata reported by the aircraft; a skein intercept waypoint is calculatedbased on the calculated cockpit flightpath; a beam sweep profile iscalculated based on the beam source location, the descent rate andbearing of the subject aircraft, and the flightpath segment throughoutwhich the aircraft is vulnerable to a beam strike; the beam sweepprofile is course plotted versus the cockpit flightpath; an ideal skeinflightpath enabling the skein to reach the skein intercept waypoint iscalculated; an ideal beam blockpath is calculated based upon the idealskein flightpath; the ideal blockpath is compared to databased cases andskein GO/NO-GO decision parameters are derived from the comparison; askein GO/NO-GO binary decision is made based on the derived decisionparameters; if NO GO decision is made, if the skein was patrolling priorto beam reportage the skein is returned to patrol else the skein isreturned to a base; if GO decision is made, the skein is commanded tofly the ideal beam blockpath; the skein flightpath control logic iscontinuously updated throughout the skein's flight; the skein iscommanded to return to patrol or to return to base upon the aircraft'slanding; the calculated cockpit flightpath as currently updated isretrieved; the beam sweep profile course plot versus the updated cockpitflightpath is retrieved; a swarm intercept waypoint is calculated basedon the calculated cockpit flightpath; an ideal swarm flightpath enablingthe swarm to reach the swarm intercept waypoint is calculated; an idealswarm hover path is calculated based upon the calculated cockpitflightpath and the swarm intercept waypoint; the ideal blockpath iscompared to databased cases and swarm GO/NO-GO decision parameters arederived from the comparison; a swarm GO/NO-GO binary decision is madebased on the derived decision parameters; if NO GO decision is made, ifthe swarm was patrolling prior to beam reportage the swarm is returnedto patrol else the swarm is returned to a base; if GO decision is made,the swarm is commanded to fly the ideal swarm flightpath; the swarm iscommanded to keep station, subject to any beam source lateral movement;the swarm hover path control logic is continuously updated throughoutthe swarm's hover; and the swarm is commanded to return to patrol or toreturn to base upon the aircraft's landing.
 2. The method of claim 1wherein each skeining drone is powered by an internal combustion engine,has an oloid-shaped frame, and has a maximum rated speed of at least 170mph.
 3. The method of claim 1 wherein the skein is aloft immediatelyprior to target designation.
 4. The method of claim 1 wherein the skeinis launched from the ground at a time occurring after targetdesignation.
 5. The method of claim 1 wherein the skein is geofenced torestrict it from defined areas.
 6. The method of claim 1 wherein atleast one human modifies in real time the flight of a skein while theskein is under shared control with a centralized command control logic.7. The method of claim 1 wherein a process integrative derivative (PID)function is used to stabilize skein interception of a beam.
 8. Themethod of claim 7 wherein PID function parameters are selected using aparticle swarm optimization (PSO) algorithm.
 9. The method of claim 7wherein at least one of the skeining drones is equipped with onboardLIDAR productive of data used for collision avoidance and collisionavoidance is given precedence over all flight commands generated by thePID function.
 10. The method of claim 8 wherein the skein PID functionparameters selected are optimized.
 11. The method of claim 1 wherein theswarming drones are optimized for station-keeping in high windconditions.
 12. The method of claim 1 wherein the swarm is aloftimmediately prior to target designation.
 13. The method of claim 1wherein the swarm is launched from the ground at a time occurring aftertarget designation.
 14. The method of claim 1 wherein a processintegrative derivative (PID) function is used to stabilize swarminterception of a beam.
 15. The method of claim 1 wherein redundantdrone inter-positioning is optimized by using a large number ofmechanically simple swarming drones and the number used is at least 30.16. The method of claim 1 wherein the swarm is geofenced to restrict itfrom defined areas.
 17. The method of claim 1 wherein at least one humanmodifies in real time the flight of a swarm while the swarm is undershared control with a centralized command control logic.
 18. The methodof claim 11 wherein at least one of the swarming drones is of ahexarotor type and is coaxial with each of three bottom-side propellersbeing offset and counterrotating as against three topside propellers.19. The method of claim 15 wherein each swarming drone is of a coaxialbi-copter type with counterrotating propellers and two motors, one motorbeing used to effect rotor spin and a second motor being used to modifythe blade pitch of at least one of the propellers of at least one aloftswarming drone.
 20. The method of claim 1 wherein a source location ofthe reported beam is communicated to one of the members of the groupconsisting of: aircraft pilot, aircraft co-pilot, aircraft controller,aircraft.